Document DMrVG1y8wQKn9DONB8ed5BDad

mm. ffat?J ~3.(q 1 iod~ct-i-j--> ________ 1925 PROCEEDINGS OF THE National Safety Council FOURTEENTH ANNUAL SAFETY CONGRESS PART I INDUSTRIAL AMD GENERAL SESSIONS {Proceedings of Public Safety Sessions Are Printed as Part II') September 28--October 2, 1925, Inclusive Hotels Statler, Winton, Cleveland and Holfenden Cleveland, Ohio fTnityrriaht to?5 fcn National Stafctv Council n.'M. 12U2. National Safety Council 108 East Ohio Street, Chicago HONORARY MEMBERS Association, of Iron and Steel Electrical- Engineers Elbert H. Gary and Robert W. Campbell OFFICERS (1925-1926) C. B. Scott, President. C. B. Auel, Vice-President for Health. L. A. DeBlois, Vice-President for Engineering. C. E. Hill, Vice-President for Public Safety. L. R. Palmer, Vice-President for Relations with other Associations. C. E. Pettibone, Vice-President for Industrial Safety. H. A. Reninger, Vice-President for Local Councils. David Van Schaack, Vice-President for Finance. A. W. "Whitney, Vice-President for Education. H. M. Webber, Treasurer. W. H. Cameron, Managing Director and Secretary. . EXECUTIVE COMMITTEE (1925-1926) H. A. Adams, Union Pacific Railroad Company. C. B. Auel, Past President. W. F. Austin, Construction Section. E. W. Beck, United States Rubber Company. W. H. Boyce, Western Pennsylvania Safety Council. R. W. Campbell, Past President. L. A. DeBlois, Past President. M. A. Dow, Past President. G. T. Hellmuth, Electric Railway Section. C. E. Hill, New York Central Lines. W. G. King, AmericamOptical Company. G. A. Kuechenmeister, -A_utoiriotive Section. H. T. Martin. Springfield (Mass.) Safety Council. F. J. Mayer, Safety Division, Milwaukee Association of Commerce. T. H. McKenney, Illinois Steel Company. A. T. Morey, Past President. H. E. Niesz, Commonwealth Edison Company. L. R. Palmer, Past President. .,aaWM. * - waS9. ,,: ia:fc SaSBI W. J. Peacock, Paper & Pulp Section. C. E. Pettibone, American" Mutual Liability Insurance Co. H. A. Reninger, Lehigh. Portland Cement Company. G. E. Sanford, ASSE-Engineering Section. R. L. Schmitt, Louisville Safety Council. C. B. Scott, Bureau of Safety. E. J. Senne, Petroleum Section. C. H. Stewart, St. Louis Safety Council. C. P. Tolman, Past President. A.J. Van Bruntj Public Service Corporation of New Jersey. David Van Schaack, Aetna Life Insurance Company. A. L. Watson, Hooker Electrochemical Company. H. M. Webber, Illinois Bell Telephone Company. ' A. W. Whitney, National Bureau of Casualty & Surety Underwriters. . H. G. Wiberg, Woodworking Section. A. M. Williams, Detroit Safety Council. A. H. Young, Past President. DIRECTORS (1925-1926). H. A. Adams, Union Pacific Railroad .Company. Col. Joseph H. Alexander, Cleveland Safety Council. C. M. Anderson, Memphis Safety Council. C. B. Auel, Past President. W. F. Austin, Construction Section. Henry F. Baker, Baltimore Safety Council. J. P- Barnes, Louisville Railway Company. . Dr. David C. Bayless, Denver Safety Council. E. W. Beck, United States Rubber Company. Oscar Beuchel, Battle Creek Safety Council. D. S. Beyer, Liberty Mutual Insurance Company. E. F- Blank, Jones & Laughlin Steel Company. J. L. Boardman, Butte Safety Council. N. W. Bolen, Hudson County Safety Council. W. H. Boyce, Western Pennsylvania Safety Council. W. R. Boyd, Jr., American Petroleum Institute. L. C. Bradley, Birmingham^Safety Council. J. D. Bright, Wichita Falls Safety Council. H. Duane Bruce, Syracuse Safety Council. J. C. Bryant, Safety Division, St. Paul Association. J. W. Bunting, Toledo Safety Council. J. K. Burch, Grand Rapids Safety Council. L. D. Burlingame, Providence Safety Council. A. C. Burnett, Bexar County Safety Council. 1 A. S. Butler, Safety Bureau; Buffalo- Chamber of Commerce. R. W. Campbell, Past President. Howard Coonley, Massachusetts Safety Council. C. L. Close, United States ^5teel Corporation. O. F. W. Cromwell, Packers & Tanners Section. D. A. Doeller, Plant Publications Section. J. B. Douglas, Unitea Gas Improvement Company. M. A. Dow, Past President. Dr. Louis I. Dublin, Metropolitan Life Insurance Company. P. W. Easton, Pawtucket-Central Palls Safety Council. W. H. Elam, Nashville Safety Council. E. E. Evans, Quarry Section. P. W. Fisher, Rochester Gas & Electric Corporation. G. T. Fonda, U. S. Fertilizer Chemical Company. E. W. Ford, Memphis Safety Council. R. Frame, Cement Section. A. C. Gibson, Metals Section. H. H. Graef, Rubber Section. A. Hardgrave. Kansas City Safety Council. Dale Harman, Taxicab & Delivery Section. J. H. Harvey, Kansas City Safety Council. G. T. Hellmuth, Electric Railway Section. C. E. Hill, New York Central Lines. J. O. Hollomon, Atlanta Safety Council. J. H. Jenkins, Dallas Safety Council. Dana Jones, Manufacturers' Association (Erie). Oliver Kehrlein, Eastbay Safety Council. I. "V. Kepner, Pennsylvania Salt Manufacturing Company. W. G- King, American Optical Company. J. L. Kistner, Chemical Section. G. A. Kuechenmeister. Automotive Section. R. M. Little, New York Department of Education. James Madden, Paterson Safety Council. S. A. Marshall, Rome Safety Council. H. T. Martin, Springfield (Mass.) Safety Council. F. J. Mayer, Safety Division, Milwaukee Association of Commerce. B. B. McCulloch, Public Utilities Section. J. P. McGoldrick, Inland Empire Safety Council. T. H. McKenney, Illinois Steel Company. L. L. Miles, Louisville Taxicab & Transfer Company. A. T. Morey, Past President. C. W. Moultrop, Montgomery Safety Council. Lee Munger, Brie Safety Council. E. D. Murphey, Tulsa Safety Council. H. E. Niesz, Commonwealth Edison Company. J. A. Oartel, Carnegie Steel Company. F. J. O'Rourke, Hammond Safety Council. Gen. John F. O'Ryan, Public Safety Bureau, Westchester County Chai of Commerce. L. R. Palmer, Past President. Oscar E. Parrish, Richmond Safety Council. W. J. Peacock, Paper & Pulp Section. George Ferring, Beloit Safety Council. C. E. Pettibone, American Mutual Liability Insurance Company. W. B. Pettibone, Willard Storage Battery Company. C. H. Quackenbush. Delaware Safety Council. E. G. Quesnel, Tri-City Safety Council. F. H. Ransom, Oregon & Columbia Basin Division. H. A. Reninger, Lehigh Portland' Cement Company. Dr. A. D. Risteen, The Travels Insurance. Company. A. V. Rohweder, Steam Railroad Section. n. A. Rowe, Delaware, Lackawanna & Western Railroad. G. E. Sanford, ASSE-Engineering Section. Robert L. Schmitt, Louisville Safety Council. C. B. Scott, Bureau of Safety. D. M. Scott, Rochester Safety Council. E. J. Senne, Petroleum Section. Dr. L. A. Shoudy, Bethlehem Steel Company. Rev. H. J. Simpson, Bay City Safety Council. H. R. Sinclair, Worcester County Safety Council. M. S. Sloan, Brooklyn Safety Council. C. H- Stewart, St. Louis Safety Council. R. B. Stoeckel, Commissioner of Motor Vehicles, Hartford, Conn. T. S. Strobhar. Philadelphia Safety Council. C. M. Talbert, Deuchler-Talbert-Flachmann-Berry, Inc. R. F. Tbalner, Flint Safely Council. B. F. Tillson, New Jersey Zinc Company. C. F. Tolman, Fast President. J. C. Tracy, New Haven "Safety Council. A. J. Van Brunt, Public Service Corporation of New Jersey. Dr. George H. Van Emburgh, Jr., Textile Section. David Van Scbaack, Aetna Life Insurance Company. E. T. Verd, Seattle Safety Council. C. B. Waller, Wyoming Valley Safety Council. Clyde Walton, Everett Safety Council. F. C. Walton. Chattanooga Safety Council. Herbert Warren. Duluth Safety Council. A, L. Watson. Hooker Electrochemical Company. H. M. Webber, Illinois Bell Telephone Company. W. E. Welch. Marine Section. A. W. Whitney, National Bureau of Casualty & Surety Underwriters. H. G. Wfberg, Woodworking Section. D. E. Wiedman, Bellingham Safety Council. A. M. Williams, Detroit Safety Connell. Dr. F. Wilson, Reading-Berks County Safety Council. Prof. C.-E. A. Winslow, Vale University. J. M. Woltz, Youngstown Sheet & Tube Company. B. C. Yates, Mining Section. A. H. Young, Past President. R. J. Young, Illinois Steel Company. CONTENTS Pi Annual Meeting of Members.............................................................................................................. Execut i ves' Sessi on--------------------------------------------------------------------------- .............................. Health Service Section*------------------------------------------------------------------------------------------------------ General Round Table----------------------------------------------------------------------------------------------------------- Annual Banquet ....--------------------------------------------------------------------------------------------------------------- A. B. C. Session------------------------------------------------------------------*-------------------------------------------- A. S. S. E.--Engineering Section................................................................................................. Automotive Section -------------------------------------------------------------------------------------------------------------- Cement Section ....------------------------------------------------------------------------------------------------------------ Joint Meeting, Cement and Quarry Sections-------------------------------------------------------- Joint Meeting, Chemical and Rubber Sections................................................................ Chemical Seetion --------------------------------------------------------------------------------------------------------- Construction Section................................................................................................................................... Electric Railway Section--------------------------------------------------------------------------------------------------- Employees' Benefit Associations Section--",...................................................................... Ice and Refrigeration Section---------------------------------------------------------------------------------....... Marine Section .------------------------------------------------------------------------------------------------------------------ Metals Section.........--------------------------------------------------------------------------------------------------------------- Mining Section ...................1------------------------------------------------------------------------------------------ Packers' and Tanners' Section....................................................................................................... Paper and Pulp Section.......................................................................................................................... Petroleum Section^.------------------------------------------------------------------------------------------------------------ Plant Publications Section Public Utilities Section-------------------------------------------------------------------------------------------------------- Joint Meeting, Public Utilities and Electric Railway Sections------------------ Quarry Section ..............................................................................................................---------------- Rubber Section.__--_________________________________________________________________________ Steam Railroad Section...-_________________________________________________ Taxicab and Delivery Section---------------------------------------------------------------------------------------- Textile Section ..................-------------------------------------------------------------------------------------------- Woodworking Seetion.............................................................................................................................. Index ...............................-e...................................................................................................................................... * "Getting the Injured Back to Work." a paper read by Dr. Charlt Hitt chins, icill be found on page 1129. National Safety Council Annual Meeting of Members Cleveland, Ohio September 28, 1925 . CHAIRMAN, CARL B. AUEL, President, National Safety Council r p HE ANNUAL meeting of the members of the National Safely | Council convened in the ball room of the Hotel Statler, Cleveland, Ohio, at ten o'clock Monday morning, September 28th, 1925, President C. B. Auel, President, presiding. President Auei,: The fourteenth Annual Congress of the National Safety Council will please ^ome to order. Our proceedings will be opened with prayer by the Very Rev. Francis S. White of Cleveland. -- Dr. White: Almighty and ever living God, author of life and giver of every good and perfect gift, we present ourselves to Thee this day con secrated to a mission, and we ask for inspiration from on high that the ideals which have brought us together may ever stand uppermost and. outermost in ojir thought, expression and subsequent action. We realize that we are devoted to those principles which make for peace and happi ness and we pray that in the development of plans of safety we may do those things which shall turn the days of promise into days of fulfill ment. but not at the expense of those elements which make for char acter. Help us ever in choosing the way of comfort and peace not to sacrifice those things which mean eternal and non-falling character. We pray, too, dear Lord, that the blessing of Thy name and person may rest upon those who speak in the days to come and that they shall lead men from words to action, and from action to the development of that thought in the life of the common people which shall keep them thoughtful of others, realizing the joy of living and entering in the justice of letting others live and rising to the possibilities and the joy and the complete realization of realizing the blessedness of helping other people live. . ^ We remember those who have gone out of the world under the pres sure and sudden circumstance of hurtful death, and we pray that as they 7 8 Fourteenth Safety Congress came into Thy nearer presence Thou didst receive them conscious the fact that they were hurtled out of life into the larger life of a w ing world. -- And for the minds and consciences of those who through thoughtl ness and carelessness and wickedness were responsible for those a dents we pray Thy peace and pardon and a resolution rising in t] hearts to refrain and to restrain impulses which would lead to wr< unhappiness and misfortune. And as we go therefore into this day and into this week, of thou and consideration and planning, we pray that Thou will keep us mindful of the duty we have of doing unto others as we would t should do unto us. And believing this we ask Thee to walk with ui the. end of the days and at least receive us into the land where ther no sadness, sorrow, tears, but all is as it should be in Thy sight evermore. Amen! Puesidexx Avel: We are to have a few words of welcome from President of the Chamber of Commerce, Mr. Andrew Squire. Me. Andkew Squire: Mr. Chairman, ladies and gentlemen: We delighted to have you in Cleveland. And I bespeak on behalf of Chamber of Commerce and all of the business men associated with i welcome to you, and that their latch strings are out to suit you in ei way they can. I learned a long time ago that in looking after safety, in provic safety devices, in taking care to prevent accidents. In taking car< prevent disease, in taking care to prevent everything that tends to injury of the human race, that there are a great many points of v: but to my mind, one of the most important is to begin with the ed tion of your children--small boys and small girls. There would be much less accidents, much less harm done, if, insl of looking at life from a selfish standpoint of how we can. benefit selves, we would look at it from the standpoint of how we can s< somebody else, of how we can serve the other fellow. And if we traveling in the street, if we are traveling on the train, if we are w ing machinery, if we are owning machines, if we are treating dise we should look at it from the standpoint of how we may best look a somebody else. I think that is what has been taught me in a rea ably long life, and is one of the very first mottoes to be impressed v the youth. -O0T- fie jealous of your own rights, but be ever careful and ever be wa ful of the rights of the other fellow! President Aufx : We are now going to call on Mr. William R. 1 kins who occupies the important position of City Manager of Clevel; Mr. WitEJAM R. Hopkins: Mr. Chairman, Ladies and Gentlemen wish I could tell you how truly welcome you are in Cleveland. A.nnua.1 Meeting of Members 9 In our city we turn loose tens of thousands of people in automobiles which, anybody can run, in the state of Ohio, if we can get one by any manner of means and pay the license fee. We allow people to go any where and everywhere on the highway who couldn't get a license to run a 20-horsepower stationary engine. We simply wouldn't allow them to do it. And yet we turn these people loose on the highways with the result of death and accident on every hand. And any one who is responsible to any degree for the safety of any community can escape the feeling of heart sickness as we read almost daily of the death of people^ from childhood to old age in our highways, for example. We simply must find the answer to those problems. We must keep on finding them. I am not here to tell you how, hut I know one thing we have to do and it is the hardest thing in the world to do. We have to re-educate people. We have to help people form entirely new habits. We have to teach people such elementary things as crossing the street with their wits about them.- I don't know how it is with you, but in my own case it has only been luck or the providence of God that has allowed me to live so long, because every little while I find myself in a very dangerous place with very little or no thought of the danger of the place I am in, simply because I have not established those habits of care which must be fixed upon all people if we' are to reduce this terrible toll of death and injury. And, of course, as an industrial people we keep perfecting more and more machines, of necessity, and fortunately we do more and more things mechanically. And never was a machine devised that would per form a useful function that wouldn't also inflict very serious injury if anybody got on the wrong side of it. And so, I regard it as not only a good omen but as a piece of real good fortune that a body of men and women like this are willing to give the time necessary to exchange ideas, to enhance each other's knowledge, and above all, to make every one of us feel that this problem is really being dealt with. Z Frankly, it is on my conscience. We do the best we can with it, but the best we have been able to do is so unsatisfactory, it falls so far short of the needs of the situation that we feel the need of knowing anything on earth that anybody can tell us that he has learned to do to reduce this terrible loss of life and limb in this country. And you are welcome here, you are really welcome here. We will get out of you everything we possibly can while you are here. And in return for it, we will give you everything we possibly can, not only in the way of a" formal welcome but of real hospitality. If there is any thing in the world that you want that we have and we can give you, we hope you will ask for it. We hope that when you go away you will want above everything else to have some good moral reason for coming back here very soon. 10 Fourteenth Safety Congress ANNUAX. ADDRESS OF THE PRESIDENT C. B. Auel, Westingbouse Electric Manufacturing Company, East Pittsburgh, Pa. The National . Safety Council is now about fourteen years of While still young, if measured by years alone, so virile has bee: membership that it may be said to have already reached maturit though by no means its full growth. This is evidenced in many ways, strikingly so by such gatherini our annual Congresses, to which this is no exception, and which, in size and diversity of program, now tax-the hotel accommodatio: the majority of our cities. And if proof were needed as to the solidity of the structure which the National Safety Council has been, built, it can he seen i: way in which our member-friends have stood by us throughout years, especially through periods of depression and times when t were quiet among business concerns generally. During this past our membership has not only held its own but has even increased, our financial affairs, as shown by the Treasurer's annual report, never in such good shape. The explanation is readily found in the fact that the subject of dent prevention is looming larger and larger in the public eye, an efforts of the Council in furnishing real service to the cause for it stands are accordingly being appreciated by an ever-widening p< of the solid element among our citizenship typified, may I say w undue flattery, by yourselves and the organizations you. represent High Standard of Membership Explains Dominant Note The high standard of our membership in turn explains the i for the dominant note--that of co-operation--throughout our or tion, as well as of the high quality of its work. There could nol anywhere a finer spirit of co-operation than among the memberstu greater willingness to respond to any call for assistance in th tion of the many and" varied problems that are constantly confr us. And this co-operation is not kept within our own membershi is readily extended to people outside of our ranks who may can be of help to them. Our membership therefore will be foun ticipating in the conventions and activities of many other orj tions and establishing reciprocal relations wherever the cause of can be advanced^ as is evidenced by the distinguished speakers i ing at our Congress. Safe Practices Pamphlets Finest Safety Literature Extant May I cite a single instance as illustrating the quality of our s We have in our Safe Practices Pamphlets the finest safety lib -<a ' ' Annual ]\eeting of J!fembers 11 extant. These are being constantly increased, as well as being lcept up to date. The subjects for these pamphlets are first decided upon by the Engineering . Section of the Council, and, after approval by the .Executive Committee, are drafted in preliminary shape by the head quarters' staff. They are then submitted for comment to a board of seventy-five engineers, men of mature judgment, selected from our varied membership, whose combined experience covers many fields and who, in thus going over these pamphlets, adding to and subtracting from them, really place gratuitously at the disposal of the Council knowledge of inestimable value. To bring home more forcefully to you the really immeasureable value of such service; the salaries of these men undoubt edly run from $5,000 to $10,000 and higher, while their years of experience vary from ten to twenty; yet even assuming the lower salary for every one of them and an average business and engineering experience of fifteen years, the concerns, with which they are connected, have expended Jointly on their education a total of almost $6,000,000, and, upon this great source of knowledge, the Council is at all times free to draw for help. This, however, is not the only .source of our strength; it is but one nf many sources, for our talent Is not confined to these seventy-five merr since our membership approximates 4,000 or more than fifty times as many, so that it would be rather hard to state, much less to overstate the quality of the talent supporting us in our various endeavors. If any of you have not yet been drafted into these special committee activities, we hope you will await no further call but will accept this invitation to volunteer your services and help carry the national burden we have undertaken together. Scope Now Covers Industrial and Public Safety Work The Council was organized originally to cover the field of industrial safety, but it was seen in due course that the problem was more com plex than at first thought and not the simple one of guarding equipment and installing safety systems. Developments showed that it was not the industries alone which needed to be taught accident prevention but the country generally. The problem as now seen, is most involved affecting every individual in every walk of life, and he would indeed be bold who would undertake to define its limitations. Realization of the ramifications of the problem led the Council into broadening its activities, causing it to ^assist in the development of public and com munity- safety- as well. Commencing with a six months' experiment in Rochester in 1918, the Council ascertained that community safety activities could not be properly organized until a local association was established, embracing every civic; public and business interest in the community. Since then, the. National Safety Council has consistently and persistently promoted and developed interest through the leading community organizations in the whole problem of public safety. The Council's field representatives have reached practically every large city 12 Fourteenth Safety Congress in the United States in one way or another, sometimes through t organization of a local council, sometimes through other media, a undoubted good has been, accomplished in every such community particularly where the Council's entire program has been carried o the accident records are now commencing to show a downward trei In those communities, where as yet a definite organization has not b formed, we bespeak a place for safety on the program of every existi organization. Marked Impetus Given to Educational Activities in Schools Safety work involves an educational process and if ever a compl solution to the present problem of preventing accident is to be fou: the study of safety must be undertaken long before the actual worl day life of the individual begins; it must commence with the children the homes and the schools. Marked impetus has been given to our educational work in i schools for several years past through the generosity of the' Natio. Bureau of Casualty and Surety Underwriters, whose members bave : only placed at the disposal of the* Council a very considerable sum money each year but have further been of invaluable help through tb stair, and we are indeed appreciative of all that they have done advance the work of safety through the channels of the Council. Our efforts, particularly along educational and public safety lii will be limited only by the monies at our disposal, and it is ho] other equally broad-gauge concerns may be led to aid the Council, ei through sustaining memberships or by outright endowment, whereby fund may be created and the interest derived from it applied to Wi in this particular field. For Uniformity in Codes and Laws The lack of standardization in this country has undoubtedly m to do with the high cost of production and therefore with the h cost of living than any other one item, and has similarly more to do w the production of accidents than has heretofore been realized. r. Council is, therefore, participating in the movement, now under v, to bring about uniformity in codes and laws insofar as these have do with safety, co-operating with such representative organizations this field as the American Engineering Standards Committee, the Bur of Standards and others. Your Council, as you know, has participated in the continuing act ties of the Hoover National Conference on Street and Highway Sai and many of our members, either as individuals or as representati of the Council, are assisting state and municipal bureaus in their efft toward the solution of these problems. But while outlining1 e though briefly our own present activities, we must not lose sight A.nnua.1 Meeting of Members 13 the work being done by others. Our Canadian and British friends con tinue to make steady progress in their organized safety efforts. Liberal Contributions Aid Safety Campaigns The insurance companies are spending large amounts to encourage better conditions in our industries. The steam railroads are contributing significantly toward the re duction of accidents through the Safety Section of the American Rail way Association. This Section, through its. various committees, has developed a month by month program for intensive safety activities that ought to bring further reductions in the already excellent record of the steam railroads. The Fifth. Annual Convention of their association demonstrated the growing interest by the railroads In making modern railroad travel safe. The annual Grade Crossing Campaign also de serves your commendation and support. It is almost needless to tell you that practically every trade associa tion in the United States has its own safety committee and is intensi fying the interest of its members in the specialized safety problems coming within their respective industries. The business leaders of the country are considering, as never before, their burden of responsibility for the prevention of accidents. Safety Must Be Made an Integral Part of Every Plant It is always interesting at the annual meeting of our membership to look back over the trail of our - development, as well as to glance ahead in order to see if possible where the trend is leading us. Many of the older safety men in the audience will agree that the fundamentals ofi in dustrial safety organization and education hold good today as they did ten years ago.- There have been refinements and variations in the meth ods and there is still more to be learned, but -verification from many sources shows that safety must be made an integral part of every plant, with continuous effort to keep shops safe and workers educated in safe practices, and until this is realized the maximum of achievement will not be secured. Similarly with public safety, the same fundamentals are necessary to correlate interest as in industrial safety. We have learned through ex perience that the community must be organized to focus public attention and to keep it focused on the causes and remedies for street, highway and home accidents. Business Men Inaugurated National Safety Movement It musC' bei of exceeding interest to every safety man to know that the business men of the United States were the ones who laid the founda- -are*' nnur form tWatinnal Safetv Movement and that or- 34 Fourteenth Safety Congress ganized safety had its inception in the workshops, plants and facte of the country before any significant effort was made toward commu safety. It is obviously our duty through our non-partisan national stitution to urge that every workshop in the country be definitely rolled in the National Safety Movement and that every community likewise organized so that the present deplorable record may be redi to the very minimum. May we all take from this great gathering, from these inspired sp ers, and from one another new ideas, new information, to serve as couragement in the continuance of our efforts, so that our families, friends and ourselves may be preserved to enjoy the benefits to w we are entitled as citizens of this great nation.' THE NATIONALIZATION OF IDEAS AND IDEALS John Barton Payne, Chairman, Central Committee, American Natl Red Cross, Washington, D. C. We confront a very remarkable situation. You will hear during progress of this meeting that some 20,000 people in the United St were killed by automobiles last year: that in the industries a la number; that altogether from all sources something like S5,000 or m and that every one of these perhaps eighty persons were inji more or less. And then when you think of the property loss, the dar the necessity for action, the difficulty of finding a solution is all beyond human comprehension. When I realize that the "United States kills something like sevent; and a fraction out of every 100,000, while Great Britain only thirty-tl wniie Denmark only twenty--using these few illustrations only-- wonders why the American people are guilty of such negligenci cruelty, or what not. Of course, we were a pioneer people. At the beginning of our se ment of our country we confronted the savage and every man c vated for himself and his dependents' independence, the capacit; defend himself ancL to assert aggressively his rights and independ But we are no longer a pioneer people. It has been, almost 320 y since Jamestown was settled, and about 300 odd since Plymouth settled. And 300 years, while not long in history of creation, is a time in. the history of man, in the history of governments. I ask myself, why is it that the people of the United States are g> of such wrong? Why so many innocent people have their lives sni out? We are not a cruel people. On the contrary--and it affords the greatest pleasure to bear testimony--I believe there is not in a the world a people so responsive to the demands which involve sympj and help in time of distress. Let me give you two or three illustrati You know about the disaster to Japan a year and a half ago. Red Cross asked the President of the United States, who is also P ''-^'TriTTlp-TriMTWBgliiliir- taa&aM:- A.nnual Meeting of Members 15 dent of the Red Cross, to ask the American people to give up $5,000,000 for the relief of Japan.: They gave us $11,600,000 and some odd thou sands. Some months ago there was a tornado that devastated a large section of Illinois, Indiana and Missouri--a few towns. We made no appeal to the public at large, but we said to the chapters of the Red Cross, "Anybody who wants to give to help these people, the Red Cross will be responsible for its administration, and besides, will do the job." There came to us $3,000,000, almost like manna from heaven. It goes without saying , that a people, a nation, possessing such char acteristics, they may be guilty of carelessness, they may be guilty at times of indifference, but I rather think " it is because their attention has not been profoundly called to the need. Sometimes people think it is a wrong; yes, in many respects, it is, but .how can you account for this scene? A farmer, or any man in modest circumstances, takes his wife and his children in a little auto mobile, and they start out for a Sunday excursion. They come to a railroad crossing. Now it would not take a fraction of a minute to stop and look and assure himself of sarety. No; perhaps he is preoccu pied in conversation, perhaps he has crossed that same track many times before and assumes the train will not come, and he drives upon the track just at the moment when the train is passing. K filed! Our papers every Monday morning, and the mornings following every holiday, are filled with such instances as that. How can you account for it? Certainly, that man would freely give his own life to prevent that accident if he thought the accident was to happen. Of course, there are men who are reckless on the highway, as every where else. They are not satisfied unless they pass every automobile on the highway, and that results in many accidents and disaster to many persons. -- I am inclined to think that for such men as that--well, if I was a preacher I would say they had to be converted, but I am not- Some times I think that only stern justice can deal with them. You know, those people are typical of what I conceive to be the great est evil of American life, and that is a want of respect for and obedi ence to law. Somehow or other we have not followed the Anglo-Saxor ancestry and inculcatetT that strong belief in, observance of, and enforce ment of law. Now why is that so? That is a difficult question to answer. OJ course, we, as a nation, are composed of many people, many differeni ideas. "We had at the inception of our life the Puritan and the Cavaliei --the Cavalier believing in riding and shooting and speaking the truth the Puritan believing^uch more strongly in religion, with a desire tha everybody else should^ have the same views as himself. Now that resulted is. laws more or less attempting to'regulate socia habits, life, conduct. JTou know, all through our history we have mad- fcaeaasr i-ajwfa amwamaMiaaa si!jtilRrg^r! - 16 fourteenth- /Safety Uongress laws for almost everything, and the day after we make them we foi them. We do not attempt very long to enforce laws which are con verslal in their character. By controversial I mean where there i substantial difference of opinion among the people whether the : should be enforced or not. Now that has had the effect rather profoundly of influencing our a tude towards laws. And then I am almost inclined to mention one ot thing that has rather put a capsheaf upon it all, and that is prohibit: As to the merits of that I am quite sure if it were put to the vote morrow, it would carry overwhelmingly, and yet, there is a very la percentage of our people who have always stood for the enforce'mem laws which do not regard that as a law which they ought to be expec to enforce. Now you can see that if a man is to be left free to decide what he will enforce, what law he will obey, then the fundamental struct of obedience to and^respect for the law is shaken. That has- a tren dons influence on the subject of this meeting. Sometimes I think we might almost suggest, at' least for a large 3 centage of our population, in lieu of the- words "we stand pledged the enforcement of the laws," this, "Can I get by?" I am not suggesting to you that it is possible for this organizatior change that situation without a very great deal of time and effort, bu the people could just realize what a help, what a fact of real perse significance it is to stand for an idea and for an ideal that involves s< ice to your fellow men. You know, we have in our vocabulary the words "gentleman" "lady." When I think of these things I think of those words. One not be a gentleman unless he has a profound consideration for ot people. Gentle involves gentility and kindness and consideration others--a readiness not only to take your hat off in the elevator to respond at once to any call for the help of any one in distress. If we could inculcate that in -the man who rushes past us on highway, sometimes takes off a wheel as he passes, brings on a sion, you can imagine the rest, what a tremendous source of gratil tion it would be to the men themselves and safety to the rest. But, you ask me, "What about my subject?"--"The Nationalizatioi Ideas and Ideals." I think I was asked to make this talk because my intimate knowledge of the history of the Red Cross, and it be a striking similarity to this movement. During the CivilJWar between the North and the South there was Red Cross. A Sanitary Commission came into being, splendid woi and men, mostly women. Clara Barton, and many others, served on battlefields. But there was no organization adequate for a momem deal with the subject. Just about that time a Swiss citizen. Henry Dumal, visited the ba' field of Sulphurino. He saw what every one might have seen and Annual Meeting of Members 17 seen many times before, the dreadful sufferings of the wounded and the sick. And he conceived the idea of an organization devoted to that serv ice. And in 1864 there assembled in the city of Geneva. Switzerland, a convention of governments and the Red Cross was born and the Treaty of Geneva came into existence. The United States, a little bit slow to adopt anything foreign, did not accept this treaty until 18827 Clara Barton, during all of this time, had been knocking at the door of the White House and of Congress. But In 1882, under the presidency of President Arthur we became signatory to that treaty, and the Red Cross was born in the United States. But until .the World War it was not an organization of tremendous member ship. However, you know what it did then. And no matter where you go in any country of Europe, whether they were belligerents or not, you see the work of the Red Cross done from 1914 until 1918, and even following that. And in the United States in peace time without any excitement this organization has kept up and is ready at a 'moment's notice to respond to any disaster at home or abroad. And that Is made possible because of its appeal to popular membership. Where you put an organization, with a membership! of something like 4,000,000 adults and 6,000,000 chil dren aggressively and forcefully following a leadership that is hoth intelligent and honest--I am speaking of the Central Committee, not of the Chairman (laughter)--you will see how effective such an organiza tion becomes. People like to belong to an organization that is success ful. They like to be a part of a movement ready to respond at home or abroad, either in little things or big things, with the books open, with everything on the table, an aggressive fact typical notwithstanding our negligence in many respects of American life and American people. Now if the Red Cross did that, why may not the Safety Council do it, because the need is even greater when you think that 85,000 people a year, at least, are killed? The Red Cross rarely confronts such a dis aster. My answer is rather simple. It was well said by your President. Every organization in the United States should be cooperating and have some kind of membership in this Council--churches, Sunday schools, national organizations, lodges, every organization that stands for the well being of mankind. A friend of mine, a very successful business man, head of an organi zation employing many people, said, "We don't want talk, we want action." I looked at him and 1 said, "Did it ever occur to you how diffi cult it is to arouse a hundred millions of people; how much talk is essen tial; how much repetition, how much explanation?" In the first place, the movement which appeals to' them must be a movement which is not based upon selfishness, which is not based upon, money getting. They must manage in some way to satisfy the worldly people that they are standing for the ideal of service and that their whole purpose Is to benefit mankind. Now It takes a great deal of con- A.nnual Meeting of Members 19 This effort had been consistent and conscientious. The principal factors that have to do with safety are tlie brakes, steer ing, driver vision and the lights. There are other, things which figure to a lesser extent as for example, power, which prevents stalling in traffic, on hills or on railroad tracks, easy gear shifting and sturdy wheels. The manufacturer has a keen sense of his responsibility. This is a dual obligation, born of good citizenship and of gratitude to that great public whose patronage has enriched him. Brakes had been brought to a high degree of efficiency before four wheel brakes were applied. Not all companies find it necessary to use four wheel brakes but four wheel brakes have been made largely available and every company constantly gives the closest attention to the perfection of its braking system. I do not believe that many accidents through brake failures can be charged to the manufacturer. Where a brake gives way or fails to act it is usually because it has been in service for a long while, and has worn out through lack of care and attention. Steering assemblies have been so perfected that they have an abundant margin of safety and permit the facile handling of the' car with almost complete immunity from danger. Any breakage in the steering gear assembly is becoming the rarest of events. The uninterrupted vision of the driver has been perfected in many ways. The front pillars on enclosed cars have been narrowed to the minimum of size; one piece windshields are coming more and more into vogue; and the almost universal use of automatic windshield cleaners is- a protection against obscured vision in rainstorms or snowstorms. Making lighting adequate has been made difficult by conflicting statutes in the different states. Nevertheless there has been increasing progress. It is not alone In perfecting his product that the manufacturer has been able to serve the user. Through his retailers he has worked out a system of service which not only keeps cars in continuous operation but permits a check on safety factors. Sometimes I think that while we have many accidents due to the care lessness of drivers or the carelessness of pedestrians, when you consider that there are about 20,000,000 people driving automobiles in the country it seems remarkable that we do not have a great many more accidents. Since the relation between the automobile and the citizenry is so vital, in view of the fact that the automobile is recognized as such a necessary utility, the manufacturer ^through such organizations as the National Auto mobile Chamber of Commerce, the National Automobile Dealers* Associa tion and the American Automobile Association, have co-operated in a re markable manner in working in the interest of the user and for the pro- 20 ^Fourteenth Safety Congress In the matter of traffic safety it} is increasingly important that organizations should work in close harmony. The automobile we believe to be a great public benefactor. It cannot achieve its full measure of service unless we safeguard its r There are many ways in which the citizen and the motorist can ms his contribution. ' In fact I believe that the motorist can do more than any one elem of our population. It is true that there are a lot of things which the motorist can cont Efforts for safety are handicapped by the recklessness of the pedestri the physical arrangement of our streets and highways, by defective lil ing and by the lack of uniform traffic signals. The problem is largely between the motorist and the pedestrian. All of us are pedestrians some of the time. Most of us are motor: a portion of the time. We think as pedestrians when we resent the boisterous horn dischar. under our ear, wfaexr we curse the driver who makes us leap or be down. We take on the complex of the motorist when we marvel at the stu; ity of the man on foot. Nobody can blame the motorist for feeling that a car is essential to li Automobile Figures In Every Phase of Daily Life It now figures in every phase of his daily life. It has much to do not only with the transportation of individuals with the facile movement of food, fuel, raw material and finished prod It is the unit of pleasure for the family group. Neither can the pedestrian be blamed for insisting on a reasonable eruption from danger to himself and his family in the use of the highv Until we drive home to the motorist that the pedestrian has his rig and to the pedestrian that the motorist has his righs, we shall not h made safety education sufficiently specific to accomplish its real resul There are certainly more causes of accident than bad driving. This can be proved a multitude of times per day by watching the c lessness of pedestrians. Only the alertness and skill of the driver prevent an infinitely gre. number of accidents. But v.-e cannot in justice deny that there is a lot of careless drivin The manner in which we can undoubtedly make the greatest advf for safety is by teaching the automobile driver a regard for the right others. _ He must accept as a first obligation the safety of the pedestrian. He can be rational in his use of speed. He can apply the important lessons of courtesy. He can be careful not to monopolize the middle of the road. He can avoid passing while on hills and curves and grades. He can use brake, clutch and horn with judgment. PHW. pafrijmc i - ai- 1 Tilgfjrat-s A.nnua.1 Meeting of Members 21 He can eliminate such reckless chances as coasting on hills. Be careful not to approach too quickly a crossing back of a street car. I believe, too, that the motorist can train himself into a sense of respect for the traffic policeman. ... Calls Traffic Officer One of Heroes of Modern Civilization Perhaps I may go a little Jar in my enthusiasm hut I believe that the traffic officer is one of the heroes of our modern civilization. He must stand for hours, exposed to the elements and in danger from fast moving automobiles. He must protect the unskilled and the ignorant. He must curb the reckless and bring order out of chaos. During the whole process he is obligated to maintain his temper in the fact of the utmost irritations. Good driving would also mean the virtual end of grade crossing fatali ties. As a result'of my study of this subject I cannot but believe that the motorist is responsible for almost the sum total of such accidents. That the grade crossings do not produce a still greater toll of death reflects much credit to the railroad engineer. He has courage and concentration. He does his duty. If all motorists when crossing railway tracks gave a tithe of the en gineer's care to directing their vehicles, grade crossing accidents would almost be eliminated. Yet I would not condemifautomobile drivers as a class. I believe that ninety-nine per cent of the drivers are both skilled and careful. Figures would seem to prove this. In order to compare the elements of potential risk it is not enough to place side by side the number of accidents caused by highway and rail road transportation. -- The train mile and the motor vehicle mile appear to be the proper unit for comparison. The last year for which iram able to find complete figures in 1923, with 6,922 deaths and 56,464 injuries. This is a total of 63,386 persons killed or injured in connection with railroad operation. According to George W. Anderson, writing in the Atlantic Monthly, the total train mileage, freight and. passenger, for 1923. was 1,191,397,000. This would indicate that in round numbers there was one accident for every 18,000 miles. In the same year the deaths in which motor vehicles figured were about 17,000, and in addition there were 500,000 injuries, a total of 517,000. This'would mean one motor vehicle accident for every 160,000 miles. This indicates that the hazard of fatality on the basis of train miles and automobiles miles is nine times greater with a train than with highway traffic. 22 Fourteenth Safety Congress Of course nothings in this argument should be considered to excuse < lessness at grade crossings, nor to minimize the obligation of the m< 1st to exercise supreme care at these points. Naturally everything possible should be done to help the motoris the matter of grade crossing protection. No new grade crossings sh be built where they can be avoided. There should be elimination of highway crossing and recrossing trt Uniform and clear signs should be placed for warning and everyt should be eliminated that interferes with vision. Flagmen Should Have Authority to Arrest Offenders Flagmen should have authority to arrest offenders. We might as well come to accept the viewpoint that we will not toh parking in city streets. There is a growing feeling that the streets not be used for garages. Many merchants are now coming to this point of view. If automobiles had a capacity of one passenger there would be need to waste sympathy on the victims of grade crossing accidents. In most cases the driver is to blame for what happens. The real jects of sympathy are the passengers whose lives are exposed by reckless driver. I have often thought that an excellent warning sign to be place railroad crossings would be "If you do not care for your own life, at 1 protect your passengers." There is a growing recognition that there must he stricter standard prerequisites to the issuance of licenses to drive automobiles. More states are making regulations of this kind. The difficulty encountered is to make more than a perfunctory ex nation of the enormous number of candidates who present themselves licenses. Even though it^vvould be impossible to make an exhaustive tes driving skill, it should be easy to determine that those who would c are sound of arms and legs, normal as to vision, and have tlie abilit read English. __ Many fatalities Result from failure to comply with these obvious oh tions. i Lauds Work of Cleveland Automobile Club If I may be pardoned a reference to a local organization, it seem me that the procedure of the Cleveland Automobile Club is a most s< contribution towards the solution of municipal traffic problems. This club has not been content merely to talk, receive, or to ac criticism. It has gone ahead in a genuine effort to serve the city by ing means tbat will expedite traffic and provide simple control. It's first step was to master reports of traffic accidents and learn 1 cause. A.nnua.1 Meeting of Members 23 It found accidents largely attributable to unnecessary congestion, lack of proper control, careless and reckless driving and speeding. Then they made an exhaustive survey to determine bow existing streets could best be used. A representative committee went to other cities to study methods else where. - The club then recommended a system of traffic for Cleveland which, while it has not yet been in operation long enough for decisive results, is believed by everyone to be the basis of a great improvement. Finally, in making our demands upon the city authorities, in expressing our opinions as to what should be done, we must always keep in mind the traffic problem in its most severe aspect has been the development of scarcely a decade. We have just begun to: realize its influence upon the life of our country and the obligations we must assume. It is most encouraging to find an organization such as this enthusias tically devoting itself to the study of these problems because we know that results definite and satisfactory can only in this way be attained. ANNUAL REPORT OF MANAGING DIRECTOR W. H. Cameron, Chicago, III. Eight hundred and seven new members have joined the National Safety Council during the past fiscal year. Five hundred and seventythree have resigned. ZA. comparison of the total membership for the past two years shows: Membership, July 31, 1924........................................................................................ 3,789 Membership July 3J., 1925-------------------------------------------------------------------------- 4,023 Or a net gain of,,_________________________________________________--........ 234 The net gain in revenue was $13,575.S1. The total amount of dues now being paid by the 4,023 members is $193,971.80, or an average of $48-21 per member. The National Safety Neics has gained in circulation and in importance The quality has improved and the number of special features and arti cles has increased. There has also been an increase in the total circu lation and in the number of extra copies ordered. The success of this magazine is made possible only through the continued generosity of members in contributing special articles, photographs, data of special hazards and safeguards and statistical information of a very valuable character. The Safety Bulletins and Posters have been continued at the rate of thirty-six per month and have steadily improved in quality. More time and money have been spent upon these bulletins and well known artists have added strength to: the illustrations. More than eight million extra copies of bulletins have been ordered during the year. Preparations are 24: Fourteenth Safety Congress under way to increase the number from thirty-six to forty bulletins month, the extra four to be of large size and printed in three colors. r increase in quantity will permit of several variations in subjects, monthly series will be reproduced in minature size in the National Ski Nezos and larger copies can be ordered by members from these m: tures. The Safe Practices Pamphlets have appeared bi-monthly under supervision of Mr. R. J. Young and the Conference Committee of seve five safety engineers. Five of these pamphlets have been revised reprinted. Six new pamphlets have been produced. This "Safety cyclopedia" now includes seventy-seven separate treatises on the m mentals of safety engineering practice in a majority of the in tries. New members are ordering complete sets of these pampb for reference purposes and older members are adding to the sets alre in use. The Information Bureau has answered 6,273 requests for informat For the fiscal year ending July 31, 1922, there were 2,677 such inquii There is a marked increase year-by-year in the use of the facilitie: the Library and Information Bureau. Forty-nine thousand sevenl pieces of information were distributed in answer to the 6,273 inquii including books, pamphlets, clippings, photographs, blueprints, bulle' and similar material. Thirty thousand three hundred fifty-one 3 pieces of material have been added to the Library files during the j year. Eighteen exhibits were prepared and sent to various associai meetings and expositions. Films and. Slides have been in demand by members in inereat quantities. The two albums of photographic reproductions of the en slide collection (now numbering more than 2,000) are in constant culation among members. There is a continuing demand for Coun first film, "Ask. Daddy." 'While the Council's second film, "Hindsight Foresight," shown first at the Louisville Congress, is also being used many of the members. Twenty-four copies of these two films have t sold and sixteen copies are kept in constant circulation. Two : steam railroad films have been offered in substitution for the third originally prepared for this series. As soon as the film fund increi through sales and Rental another new film will be produced. The Safety Calendar increases yearly in popularity as a med: for reaching the worker and his family, school children, and the gem public. Five hundred and ten thousand copies of the 1925 calen were distributed. The 1926 calendar, now ready for mailing, is an provement over the 1925 edition. The information printed on reverse side of each sheet of the 1925 calendar has been reprinted a booklet entitled "Safety-ize" for circulation by members to wort and their families so as to encourage interest in the elimination accidents in the home. The information on the reverse sides of 1926 calendar sheets will relate to first aid. Annual Meeting of Members 25 The 1924 Congress and Exhibit eclipsed every previous Safety Con vention. The proceedings of that Congress contained 1,224 pages of gen eral and special safety information with, complete alphabetical index. The 1925 Congress program which is ready for mailing, has been in creased from 48 to 72 pages. National Safety Codes have continued to receive the careful attention of your committees and staff. Representatives of members of the Council are assisting in the formulation of thirty-four of the national standard codes. The Council continues to contribute towards the expenses of the American Engineering Standards Committee. Editors of Employees' Magazines have continued to receive a special service including original safety illustrations and accompanying stories. Other special material and assistance have been accorded members pub lishing plant magazines or contemplating the establishment of this type of publication. The program under the auspices of the Plant Publica tions Section at the 1925 Congress will be a significant contribution to the plant publications field. The Industrial Sections have been more active than ever. All of them have held executive committee meetings and have continued their intensive service to the members within their groups. There has been an increase in the number of sections issuing monthly New-Letters. Many of the sectional) committees have conducted energetic membership campaigns and performed invaluable service to fellow members by stimu lating the furnishing of statistical data, material for bulletins and an interchange of safety experience. Several of the sections held impor tant district meetings during the yeaft The Engineering Section held twelve successful regional conferences during the year, an increase of seven over 1924, including the second Pacific Coast Safety Congress. Six research committees have been at work. An all-day safety conference has been planned with four of the Founder Engineering Societies in the Metropolitan District, New York, for November 18. The amalgamation of the American Society of Safety Engineers and tne Engineering Section took place as planned at the Louisville Congress and this unity of effort has worked for strength and cooperative advance. ""General Sections: Seventeen industrial sections have been rendering service to the members during the year? plus the health, education, engi neering, public safety, plant publications and employees' benefit associa tions. : -: i Public Safety: The National Conference on Street and Highway Safety, called by Mr. Herbert Hoover, Secretary of Commerce, has con tinued the study of street and highway safety problems through vol untary committees. Your Council's representatives are serving on these committees and the director of the Public Safety Division is giving special assistance as Consultant. There will be a second annual con ference at Washington, this fall. The Council has continued to  i--~ - ~i^i ms i.%* - * v. - - -- - .' R-.Tfrli: 26 Fourteenth Safety Congress contribute financially to this national activity. Much of the Count activity for safety on the streets and in the homes has been direc towards the formation and upbuilding of community safety organizati* The report of the Committee on Public Accident Statistics has b widely distributed. Seven community safety surveys and one State vey were completed and a special research made in three large East cities to determine, if possible, the causes for reductions in accidentthese communities. The new standard accident reporting plan has m great strides. Eighty-five cities are now reporting to your national hi quarters the monthly record of public and home accidents. There been a marked increase in the public safety publicity of the Coui The lessons for automobile drivers have been revised and reprin A special pamphlet on saefty activities was prepared and printed the use of supervisors of playgrounds. State and municipal authori have been furnished with copies of the Council's public safety mate and have been encouraged, to greater activities in public accident vention field. The Education Section has made unusual progress through services of its Executive Secretary and Field Secretary, made sible through the continued generous assistance of the National Bui of Casualty & Surety Underwriters, which has also helped to fins the field secretarial service to community councils. (See recorc money contributions in the treasurer's report.) The Education Sec has been represented at all of the important meetings of educational 1 ers, has continued in contact with hundreds of public school syst throughout the country, has continued its bulletin for school teachers, -issued monthly in enlarged and improved form, has continued its di bution of school safety posters and has established new demonstra center. One of the significant advances made by this section this has been its cooperation with other national bodies such as the I ground and Recreation Association of America, The National Cong of Parents and Teachers, the national women's organizations and ot] Our Educational Publicity Service in the industrial and public sj fields has been considerably increased. Scores of news stories, sp articles, safety lessons, photos, charts and other propaganda have used by hundreds of newspapers, magazines, trade, technical and t publications. Dispatches and feature stories have been sent out thr< tbe national news distributing agencies. Radio talks have been bi cast through the-cooperation of the larger radio stations. Special r rial and assistance have been given to local councils and members -BISSISSSL. A.nnual Meeting of Members 2/ local publicity campaigns^ Numerous periodicals have published edi torials commending the council's work. Local Councils: Our intimate contacts with and services to the local councils have been greatly developed. Eleven new councils have been affiliated with the National Safety Council during the year, making a total of 59 affiliated Councils. The quarterly conferences of Com munity Safety Councils have been well attended. The ten volume looseleaf encyclopedia "Standard Practices for Community Safety Councils" has been kept up-to-date and copies of the revision sheets sent to all users. The monthly News-Letter of specific information to community council's officials with, valuable enclosures has been continued. Two field representatives have given all of their time to the organization and service of community stafety councils. Bulletins and other printed service have been furnished on request. Extensive correspondence has been maintained both with the existing councils and with com munities desiring to organize for community safety work. External Relations'. Friendly relations have been maintained with other institutions interested in safety, such as the American Red Cross, American Museum of Safety, Chamber of Commerce of the United States, Canadian Safety League, American Association of Industrial Physicians and Surgeons, American Railway Association -and its Safety Section, American Gas Association, the safety bureaus of the insurance companies. National Fire Protection Association, National Educational Association, Joseph A. Holmes Safety Association, International Association of Chiefs of Police, Playground and^ Recreation Association of America, National Child Welfare Association, American Automobile Association, Associated General Contractors of America, International Labor Conference of the League of Nations, and state and federal government departments, as well as the American Engineering Standards Committee and the National Bureau of Casualty & Surety Underwriters. Safety exhibits have been furnished on request for trade association meetings and other affairs. General A.clivities: Several new research safety committee have been appointed, including oneUTrelating to the problem of spray painting. The Benzol Committee's investigation has been continued and a final report is expected at the Cleveland Congress. A special committee will recommend important changes in the Constitution and By-Laws at the annual meeting of the Council. Two hundred and fifty bulletin boards have been distributed among members. A special survey was made by certified public accountants covering the Council's business methods and the management's system was approved. The staff now numbers fiftyseven persons. A new printing press has been added to the council's equipment. The foreign membership has increased and the Council has augumented its foreign service. Staff: The real "staff" of the National Safety Council is the member ship, a large percentage ^ of which has contributed to the XATios.vr. Safety* News, the safety bulletin service, the Safe Practices pam- ^ in-,:,-.,-r- ,,;.^fsz: .. ...*=-....MBifca&I....... -4U, --...~ -jus..rawmm*rnm .. -----jl' <// ic-omo ^ujr t/iy w v/ty * w phlets, the upbuilding and service of the sections, the Annual Con{ the film and slide collections, and all of the committees, both sect and local. There are now more than one thousand persons se; on these committee. During the year George E. Wallis, direct* publicity, resigned to become research director of the Reincke-EUi The leaders in the headquarters' staff are: W. H. Cameron, Managing Director; Sidney J. Williams, Director P Safety Division; W. Dean Keefer, Director, Industrial Safety Divi A. Mark Smith, Director, Business Division; Arnold A. Mowbray, Dir* Public Information Division; R. T. Solensten, Director, Poster Divi Carl L. Smith, Field Representative'; Paul'F. Strieker, Field Repr tative; C. T. Fish, Editor, National Safety News; John M. Sandel, S Engineer; G. E. Burns, Safety Engineer; R. S. Gilfillan, Assistant I tor. Public Information Division; Earl J. Reeder, Engineer, Public S Division; Carroll E. Robb, Statistician, Public Safety Division; G< O. Lindquist, Supervisor of Purchasing and Shipping; Mary Noel A: smith. Executive Secretary, Education Section; Idabelle Stevenson, Representative, Education Section; Mary B. Day, Librarian; Mat Wells, Assistant Librarian; Myrtle Mollan, Chief Clerk. ANNUAL REPORT OF THE TREASURER OF TH! NATIONAL SAFETY COUNCIL Charles B. Scott, Vice President and Treasurer, Chicago, lit. COMPARATIVE BALANCE SHEET--JULY 31, 1925 AND 192 ASSETS As at July 31, 1925 As at July 31, 1924 Increase Decreas Current Assets: Cash -----------------------------------------.$ 8,266.35 $12,561.12 Investment Securities ____ 19,918.75 19,918.75 Accounts and Notes Receivable ______________. 14,646.96 16,585.94 $ 8,294.7 1,988.9 Advances for Traveling Expense --.............................. Inventory of Supplies------. Deposit with Postmaster- 2,225.00 2,662.68 284.28 2,650.00 4,496.18 181.62 152.61 425.0 1,888.4 $ 152.61 $ 7,492.2 Total Current Assets ..........$47,998.97 $55,888.56 $ 7,889.5 National Safety Council Reserve Fund Invest ment .............................................. 42,288.81 26,702.12 15,586.69 Office Furniture and Equip ment .................................................. 11,802.81 Deferred Charges ...................... 27,177-49 11,570.58 14,484.63 281.78 12,742.66 $28,561.28 $ 7,889.5 $129,267.58 $108,045.89 $21,221.69 Annual Meeting of Members 29 LIABILITIES As at As at July 31, July 31, 1925 1924 Current Liabilities: Accounts Payable ______.$ 2,245.75 $ 2,284.10 Current Accounts (Local - Councils) .. 511.68 507.68 Increase Decrease $ 38.35 4.00 $4.00 $88.85 Total Current Liabilities..!$ 2,757.43 $ 2,791.78 $ Accrued Expenses .................. 470.00 842.00 128.00 Special Film Fund __________ 18,898.81 16,456.55 2,441.76 Unexpended Balance-- Education Section__--____ 2,938.82 211.98 2,726.89 Sundry -Special Funds _____ 70.08 70.03 Reserve for Future Serv- ice to Members_____________ 42,288.81 26,702.12 15,586.69 Surplus ................................................61,844.18 61,541.51 802.67 $21,256.04. $ 84.35 34.35 $129,267.58 $108,045.93 $21,221.69 STATEMENT OF GROSS REVENUES AND EXPENDITURES Fiscal Year Ending July 81, 1925 GROSS REVENUE Membership Dues s Active ________________________________________________________ .$198,824.15 Sales of Calendars, Pamphlets, Bulletins, Chauffeurs' Lessons and Miscellaneous Receipts_____________________________ 155,893.63 Contribution of National Bureau of Casualty and Surety Underwriters toward Expense of Education Section-------- 19,491.86 Contribution of National Bureau of Casualty and Surety Undewriters toward Expense of Field Work............................. 10,000.00 Gross Revenue, National Safety News (Dues from Council Members not included)............................................................. 18,501.65 Interest Earned _____ .3.......................................................... ....... 1,850.99 Total Gross Revenue................. --$399,061.78 Total Gross Revenue.................................................................................$899,061.78 GROSS EXPENDITURES AND DISPOSITION OF NET REVENUE Annual Congress Expense..............................................................................$ 3,211.6+ Annual Congress Exhibit...................................... 1,164.63 1924 Annual Congress Proceedings.................................... 6,434.16 Automobile Dash Cards...................................................................................... 294.20 1925 Calendars ............................................. 84,481.51 Cartoon Service _______...T................................................................................................. 802.83 Chauffeurs' Lessons __----------------------------------------------------------------------- 214.58 Depreciation, Office Furniture and Equipment............................. 2,198.75 Exchange _________________--_____ 814.03 Expenses of Various Local Councils-------------Field Work, including Salaries______________________________________ General Bulletins_______________________________________________________ General Office Expense 4,077.42 Library Expense________________ 1,629.45 19,645.53 17,096.98 356.89 Membership Solicitation Expense. Miscellaneous Publication Expense 10,685.37 __________________ 1,494.61 K>\J it v w i vvf v M'y v v ^ V fvj . National Safety News........................................................................................... 30,921.9G Office Printing and Supplies......................... Postage ---------;............................................................................................................ Publicity ....................................................................................................................... 4,005-18 3,827.70 914.50 Rent of General Offices________________ 11,527.50 Safe Practices Pamphlets.................................................................................. 1,953.1S Salaries of Officers and Staff....................................................................... 111,495.21 Sectional Activity Expense, including printing Bulletins.. 20,201.72 Education Section Expense from Contributions of Na tional Bureau of Casualty and Surety Underwriters.......... 19,491.80 Sundry Activities --------1----------------------------------------------------------------------- 21,672.91 Taxes and Insurance........................................................... 85S.88 Telephone and -Telegraph.................................................................................. -Traveling Expense--Administrative, including National 1,788.25 Committee Expense ................................................................... Loss on Exchange of Equipment............................................................. Bad Debts ..........----------------------------------------------------:----------------------------- 2,646.10 27.50 287.98 Total Gross Expenditures.........................................................$385,051.92 Transfer to Reserve for Future Service to Members............._ 13,707.19 Transfer to Surplus---------------------------------------------------------------------------- 302.67 $399,061.78 CHARLES B. SCOTT, Vice-President and Treasurer. We have examined the above Comparative Balance Sheet of tl National Safety Council as at .Tuly 31, 1925, and July 31, 1924, and tl attached Statement of Revenues and Expenditures for the year endin July 31, 1925, and have compared them with the books and vouchei and have found them correct. Chicago, Illinois.-Aumist 12, 1925. ARTHUR YOUNG & COMPANY Certified Public Accountants. President At*Ki:~ The next item is the report of the Nomina Committee. Mr. W. B. PettTi>xe: Complying with your instructions, we. Nominating Committee, appointed by you, with the approval of Executive Committee, and as provided for in Section 4 of Article t the By-Laws of the Council, and, as further provided by Section Article VI of the By-Laws, present herewith the report of nominal for successors to the Directors whose terms of office expire at the nual meeting, September 2S, 1925. The following list has been approved by the committee and is 1 with submitted: W. R. Boyd. Jr.,"General Secretary and Counsel, American Petrol Institute. New York City. Howard Coonley, President, Massachusetts Safety Council; Presi Walworth Manufacturing Co., Boston, Mass. F. W. Fisher, Manager, Employment and Claim Department, Roche Gas and Electric Corporation, Rochester, New York. A.nnual Meeting of Members 31 W. B. Pettibone, Manager, Willard Storage Battery Company, Cleve land. Ohio. Lucius Storrs, Managing Director, American Electrical Railway Asso ciation, New York; City. The names of the following directors whose terms expire September 28, 1925, are submitted for re-election: David S. Beyer, C. L. Close, J. B. Douglas, H. E. Niesz, L. R. Palmer, G. E. Sanford, David Van Schaack, J. N. Woltz, H. A. Adams, J. P. Barnes. -- ... It was voted, upon motion duly made and seconded, that the Secretary cast one ballot for the candidates for the terms as nominated. Pkesident Attej,: I will ask Mr. David Van Schaack, Chairman of the Resolutions Committee to come forward. Ms Van Schaack: I desire to offer this resolution: "WHEREAS, this Fourteenth Annual Congress of the National Safety Council has been so successfully arranged because of the sincere inter est and support of the public officials, civic organizations, industries, and leading citizens of the City of Cleveland, Ohio, and "WHEREAS, the National Safety Council has studied, admired and desires to pay tribute to the exceptional interest and ability which these forces have demonstrated in overcoming the accident problem of Cleve land, and "WHEREAS, we feel that their demonstration of this successful safety work forms a most valuable contribution to the cause of safety; there fore be it "RESOLVED, That a vote^of thanks be extended the City of Cleveland, its public officials, civic organizations, industries, and leading eitizens for the help and the inspiration which, their successful demonstraton of accident control has given to the broad national safety problem; and be it further "RESOLVED, That this Council extend to the City of . Cleveland, through its City Manager, Hon. William R. Hopkins; to the Director of Public Safety, Edwin D. Barry of the Police and Fire Departments; to the Board of Education and Superintendent of Schools Jones and Assist ant Superintendent of Schools Buckley; to Mr. Fred H. Caley, Executive Secretary, Cleveland Automobile Club; the Automobile Dealers' Associ ation, the Cleveland Convention and Publicity Committee of the Cham ber of Commerce, to all industries, the theatres, clubs and cooperative organizations. Boy Scouts, the commercial organizations, the ministers of the churches, the press, the Cleveland Safety Council, its president, Mr. H. K. Ferguson, its manager, Mr. Adam H. Lintz, and in particular the Cleveland Congress Arrangements Committee, through its energetic chairman, Mr. Joseph H. Alexander, Vice-president of the Cleveland Railways and his able committees, and to all others who are contrib- 32 Fourteenth Safety Congress xiting to the success of this congress, its thanks and appreciation of th opportunity afforded us of enjoying the hospitality of a place and people far-famed as hosts.'-' I move the adoption of the resolution. . . . The motion was seconded ... President Auex: You have regularly heard the motion. All those i favor signify in the usual manner; opposed "no." It is carried. Ms. Van Schaack: I should like to offer this resolution: "Because of the foresight and the consecration to service on the pa of the founders of this great society, the National Safety Council h been permitted to cooperate in a helpful way in the interest of Safe! with many national organizations. This list is far too long to be hei recited, but recently there has been a very definite trend toward tt inclusion, as part and. parcel of their avowed purpose, of specific safel planks in the platforms of the most influential engineering societies an commercial and industrial associations. "The mutual helpfulness of the National Safety Council and of thee societies and associations to each other has distinctly enhanced an accelerated the solution of the safety problems; most of these grout we feel to be more truly of us than with us in safety work, which furth* precludes an attempt to list them by name. "Therefore, Mr. Chairman, I move that it be the sense of this mee ing that we view with hearty commendation the growing adoption t. safety activities as an essential part of the program of various nation! organizations and pledge to all such our continued cooperation an support." I move the adoption of the resolution. The motion was carried. Mr. Van Scitaack: Mr. Chairman, your Resolutions Committee ha prepared, and your headquarters office has printed and distributed a this meeting copies of two resolutions setting forth the planning of th National Safety Council regarding industrial safety and public safet; If you will permit mAto dispense with the reading of these two resoli tions, which are before the gentlemen here, I will move that they bot be adopted. The motion was carried. REPORT OF RESOLUTIONS COMMITTEE Publ ic Safety Resolution WHEREAS, Statistics compiled by reliable authorities indicate that on of the greatest menaces to American progress, happiness and prosperit: today lies in personal accidents, which took a toll last year in our shop* our homes and our streets of 85,000 precious lives, resulting in sorroi and grief that cannot be measured and causing a financial loss that run: into billions of dollars, and JLnnual Sleeting of Members 33 WHEREAS, We have found, after fourteen, years of study devoted to this problem and the generous eacpenditure of millions of dollars by leading industries, organizations and citizens concerned with the solution of this question, that the majority of these accidents can be prevented and that many accidents that would have happened did not occur because of preventive measures taken by safety workers, and WHEREAS, Future avoidance of such accidents can only be accom plished through greater cooperation on the part of more of the people of the United States, who must manifest greater interest and must devote more time and money to the elimination of these fatalities and injuries, and 1 WHEREAS, The efforts of the National Safety Council, which has la bored earnestly for years to impress upon the public the importance of ac cident prevention work, have met with a favorable response on the part of Federal, State and Municipal officials, who have called public meetings to discuss ways and means of coping with the situation, and are cooperat ing in obtaining information to be used in an aggressive countrywide campaign to prevent accidents, and the President of the United States, numerous Governors and hundreds of local authorities are .unanimous in declaring that the hour has arrived for concerted action to reduce the loss of life and limb and property, therefore be it: RESOLVED, That the National Safety Council in its Fourteenth Annual Congress, assembled at Cleveland, Ohio, goes on record as being unanimously in favor of enlarging its country-wide perpetual campaign designed to reduce this great loss, pledges its best efforts to the con servation of the nation's human and economic resources, determines to continue its stated policy of cooperating with all other organizations, public officials and other authorities engaged in safety work-and recom mends for the consideration of all interested: 1. The organization of additional community safety councils wherever practicable in every .city where work can be conducted along lines similar to those which are now being successfully followed by our present affili ated branches, in order that the general public may participate in con certed efforts to reduce accidents upon the highways, in homes and in workshops. 2. Both motorists and pedestrians should be educated to accept the principle that each of them has rights while on the highways and that failure to recognize their respective rights is likelly to result in injury to themselves personally, in purse and in public opinion. 3. The principles of personal and public safety should he embraced in the curriculum of every public, private and parochial school of elemen tary and high school grades; and more colleges and universities should provide special courses for students who desire to become safety engi neers. '~ 4. Concentrated attention should be given the automobile accident problem by state and municipal officials, who should utilize uniform, standard statistics, traffic charts and accident spot maps in order to learn 34 Fourteenth Safety Congress how to relieve local centers of hazards. All possible data shouh obtained from reliable sources showing how, when, why and where : mobile accidents take place. Exchange of experiences "in this woi essential for the solution of the problem. 5. It is important that uniform traffic regulations shall be formu and adopted. Traffic movement should be considered as a state local problem of engineering Importance. 6. Licenses for drivers should be issued by proper authority applicants whose qualifications to operate motor vehicles shall have determined by mental tests and practical demonstrations conducte competent and honest examiners. Such licenses should be suspend* revoked for cause. 7. The campaign against highway crossing accidents should be tinued and should receive the support of Federal, State and Muni authorities, as well as the steam and electric railroads. S. There should be strict enforcement of all laws, rules and lations designed to lessen the hazards of daily life and to prevent dents. The public should support the police and the courts in efforts to protect life and property and to-punish offenders, whose inflt In the community-should not be allowed to gain immunity for the] Industrial Safety Resolution WHEREAS, it has been ascertained that of the 85,000 fatal acci that occurred last year 23,000 of them took place in American shops tories and industrial plants where people were engaged in. constrt labor, which notjronly resulted in shortening the lives of those ; and causing grlef_ and suffering to their families hut also delayec duction, interrupted ordei-Iy processes and cost employers many mi of dollars, and WHEREAS, it has been the experience of more than 4,000 emp.' who are members of the National Safety Council that through orga efforts preventable accidents have been materially reduced in se and frequency, thus conserving lives and limbs and money, and WHEREAS, the experiences of the members of the National Council have demonstrated that fellow employers of labor also can the country-wide toll if they will awaken to the fact that the avoi of such accidentals a public and personal responsibility which they meet, therefore be it RESOLVED, that the National Safety Council in its Fourteenth A Congress assembled at Cleveland, Ohio, urges: 1. That the employers of America make a careful study * the s mental causes of industrial accidents and adopt effect! te PN* measures as rapidly as possible. 2. That employers adopt the policy that safety is Just ** a part of plant operation as the turning out of product, asarf! that install industrial equipment and adopt practices along lines oC hrt 34 Fourteenth Safety Congress how to relieve local centers of hazards. All possible data shouh obtained from reliable sources showing how, when, why and where ; mobile accidents take place. Exchange of experiences 'in this woi essential for the solution of the problem. 5. It is important that uniform traffic regulations shall be forxnu and adopted. Traffic movement should be considered as a state local problem of engineering importance. 6. Licenses for^ drivers should be issued by proper authority applicants whose qualifications to operate motor vehicles shall have determined by mental tests and practical demonstrations conducte competent and honest examiners. Such licenses should be suspend* revoked for cause. 7. The campaign against highway crossing accidents should be tinued and should receive the support of Federal, State and Muni authorities, as well as the steam and electric railroads. S. There should be strict enforcement of all laws, rules and lations designed to lessen the hazards of daily life and to prevent dents. The public should support the police and the courts in efforts to protect life and property and to. punish offenders, whose infit in the community should not be allowed to gain immunity for thei Industrial Safety Resolution WHEREAS, it lias been ascertained that of the 85,000 fatal acci that occurred last year 23,000 of them took place in American shops tories and industrial plants where people were engaged in constn labor, which not _only resulted, in shortening the lives of those : and causing grief and suffering to their families but also delayed duction, interrupted orderly processes and cost employers many mi of dollars, and WHEREAS, it has been the experience of more than 4,000 emp! who are members of the National Safety Council that through orgs efforts preventable accidents have been materially reduced in se and frequency, thus conserving lives and limbs and money, and WHEREAS, the experiences of the members of the National f Council have demonstrated that fellow employers of labor also can the country-wide toll if they will awaken to the fact that the avoi of such accidentslis a public and personal responsibility which they meet, therefore be it RESOLVED, that the National Safety Council in its Fourteenth A Congress assembled at Cleveland, Ohio, urges: 1. That the employers of America make a careful study of the mental causes of industrial accidents and adopt effedi pww measures as rapidly as possible. 2. That employers adopt the policy that safety Is just ** wwi a part of plant operation as the turning out of product, aod tltsu install industrial equipment and adopt practices along lines iS Annual Meeting of Members 35 safety for the double purpose of eliminating hazards and increasing production. All dangerous machinery now installed should be safe guarded, all new equipment should have the necessary preventatives, and dangerous processes should be given needed attention, so that the accident hazards will be removed. 3. That employers see to it that their superintendents, foremen and workmen generally receive the necessary instruction in safe methods and habits of work during employment hours and also be taught those safety principles which wilUsafeguard them from accidents also in their homes, in public places and upon the highways. 4. That employers give earnest attention to the fact that industrial safety cannot be generally and permanently established in shops, plants and factories until the great majority of them devote the necessary time to the accident prevention problem, which embraces their employees, also when at home and in public^ places where 42,000 fatal accidents occurred last year, and while upon the streets and highways, where 20,000 persons w_ere killed in 1924. and that, therefore, employers should do everything possible to prevent accidents not only in their own establishments but also in the homes and in the thoroughfares where their employees may be injured. _______ 5. That employers support and encourage the spread of safety educa tion among students in public, private and parochial schools who should be insructed in safety from the time they enter the elementary grades. 6. That those employers, teachers and workmen who have been preach ing and practicing safety in their shops, their homes and in public be given the thanks of this Congress for their loyal support of the safety movement which has resulted in the prolonging of thousands of lives, the prevention of the loss of countless limbs, a sparing of pain and suffering that cannot be measured and the conservation of billions of dollars of property. -- Mk. Vax Schaack: . `WHEREAS, in the death of Ralph C. Richards, his community, state and country have lost a distinguished and valued citizen, a man of ex ceptional virtue and integrity, and "WHEREAS, the safety movement has lost the wise counsel, patient *ith and clear -vision of a pioneer who was one of its most ardent and persistent advocates, and "WHEREAS, we, who for many years enjoyed the privilege of asso ciation with him, have lost a loyal and sympathetic friend; therefore be it "RESOLVED, That theTnembers of the National Safety Council as sembled in annual meeting express their deep sense of the loss to the cause of Safety and to the_National Safety Council, and of the personal loss to them, in Mr. Richards' death." I Think it is appropriate, Mr. Chairman, to move the adoption of this resolution by a rising vote. _ _ _ The motion was seconded and the members arose. wwcjlfwife' ?*c-t:m sWweaarngtai, 36 Fourteenth, Safety Congress President Aukl : I will consider the motion as having been d' adopted. Mr. Van Scbcaack: "WHEREAS, Carl B. Auel has served the national Safety Council President during the past year with conspicuous faithfulness and 111 ality, giving to this, institution untiring effort and inspiring leadersl the results of which are reflected in expansion and intensification activities, increase in memberships and the sound financial condition the Council; therefore be it "RESOLVED, That the Fourteenth Annual Safety Congress, assemh at Cleveland, Ohio, expresses to Mr. Auel, by a rising vote its deep preciation of his services as President and- his notable contribution the safety movement." . . . The members arose and applauded ..... Mr. Van Schaack : Chairman. The resolution is unanimously adopted, : ADJOURNMENT Executives' Session September 28, 1925 JOSEPH H. ALEXANDER, Chairman Chairman, Cleveland Congress Committee, Vice-President, Cleveland Railway Company, Cleveland^ Ohio. HE MEETING- convened at two o'clock, Lewis A. DeBlois, Vice- XPresident, presiding. - Chairman DeBlois: The chairman of the afternoon is Colonel Joseph H. Alexander. - Joseph H. Alexander, Chairman, Cleveland Congress Committee, Vice- President Cleveland Railway Company, assumed the chair. Chairman- Alexander : I am at this time going to. ask Monsignor Thomas T. O'Reilly of the Diocese of Cleveland, to ask the invocation. Monsignob O'Reiuly : Almighty and Eternal God, Author of Life, from whom we have come and to whom we shall return to render an account of this life according to the standards of Thy divine law, we bow before Thee in faith and love, and beg Thee to watch over us in Thy tender mercy and to give us the grace to cooperate with Thy holy will for the welfare of our fellow men. Our lives are in Thy hands--teach us to understand the value of life, to reverence it and to protect it. Thou hast made us in Thy own image and likeness. In our frail body Thou hast placed an immortal soul destined to eternal companionship with Thee--with an intellect capable of knowing Thee and understand ing Thy law--with a free will possessing the power to obey, and the awful power even to disobey. -This immortal spirit, with the exalted destiny that Thou hast conferred upon it, is the true measure of our dignity--help us to understand it and to live in accordance with it. May the knowledge and appreciation of our dignity help us to reverence life and to protect it. While we cherish our own lives and guard them against all dangers, may we have equal regard for the lives of others, and the same desire to protect them even as our own. God of mercy and love! Who didst guide the Israelites through the desert in the : protecting shadow of a cloud by day, and the cheering brightness of a pillar of fire by night; who didst conduct them safely through the watery walls of the Red Sea to the Land of Promise! God 37 mb:*-*8-^ <igffiS5Tie- tT^g^y-'sriTra' 3S Fourteenth Safety Congress of tenderest love! Who didst send Thy angle to walk in the way with Thy servant Tobias, watch over us and protect us against all harm, and give us a deep sense of our responsibility in the care and protec tion of the lives of others. Instill into our hearts, O Father of love! a real appreciation of Thy watchful providence and a real trust in Thy divine protection, but at the same time teach us to realize that we, too, must do our part to cooperate with Thee. ~=Teach us to realize not only that we have no right to take the life ot any man, but also that we may not expose it to danger through our carelessness or neglect. Help us to practice the motto of St. Augustine, who warns us to pray as if everything depended upon God, but to watch as if everything de pended upon ourselvesT Bless, O Lord, and enlighten those who are assembled in this great Congress, that they may send forth a message that will be conducive to the welfare and safety of the world, and grant to those who will receive that message the grace and the good will to do their part in bringing it to a happy realization. Amen! Crt.\in3,r.vrr Ale^vkder: Ladies and gentlemen, it is an honor and a privilege to present ^to you Admiral William S. Sims of the United States Navy, who will address you on .the subject, "Safety and the Nation." SAFETY AND THE NATION Rear Admiral William S. Sims, Newport, R. I. I have been interested in this question of safety long before this organization was formed, simply because I had to be. We have a similar problem in the navy, although it is different in a certain fundamental respect. In the navy the slogan is not "Safety First." The slogan is "Efficiency First." And I believe that is something that the public does not understand. --i You read in the newspapers about dreadful accidents in turret guns, thirty or forty people burned to death. Or accidents in submarines. And you say, "What is the matter with those naval officers that they can't conduct that sort of thing safely?" We can perfectly well, but at the expense of efficiency. We have got to have efficiency first, and we have got to take all of the risks that efficiency requires. Let me give you an example of what we have done in the way of increasing efficiency and thereby incurring a certain number of very serious accidents. A long time ago the American Navy was almost wholly deficient in marksmanship. They couldn't hit the broadside of a bam across the street. They had a wrong principle. The Navy Department itself laid down all of the regulations as to what every man handling a gun should do. There was no competitive system. They were in mortal terror ol an accident. And they established the rate of fire of our turret guns-- Executives * Session 39 twelve and thirteen inch guns--as an interval of five minutes and twentyseconds between shots--320 seconds between shots! A man on the other side of the ocean in the British navy has done more for the improvement of marksmanship on the sea than all of the artil lery officers of all the armies and navies of the world, since the introduction of rifle cannon. That man is Admiral C- Percy Scott, who died a few months ago. He established a fundamentally new principle in training which I don't need to tell you about. I took this thing up, after he had explained the whole business to me, with the Navy department, got no encouragement whatever, and then I wrote a letter over the! head of the Commander-in-Chief of the China Station and over the heads of the Navy Department to the President of the United States, in which I told him the remarkable things that were being done in the British navy and how they were doing it. And I got a letter right back from him through the mails in which he said that he thought I was probably a little pessimistic, but that he would rather I should be over-confident in those matters than the contrary. And he interlined the typewritten letter, "I shall be glad to hear from you at any time in criticism or suggestion. Anybody ought to be able to guess who that President was--Theodore Roosevelt. (Applause.) ^Theodore Roosevelt, better than any civilian in the United States, understood what military efficiency meant. When he was a youngster just out of Harvard, at the age of -24. he wrote one of the most remarkable histories that has ever been produced in Amer ica, and that is the naval history of the War of 1812. where he analyzed every action in that war, compared even the weight of metals of pro jectiles of the same size, due to differences in the cast iron. The pic ture that makes in my mind is of this young man, Theodore Roosevelt, walking down through between two lines of historians, British, historians on one side and Americans on the other, neither of whom told the truth about the war, and with a very lightly stuffed club swatting them im partially, first on one side and then on the other.. He.so impressed the .world with his impartiality that when, the British began to write their great history of the royal navy they actually em ployed him, a foreigner of the nation that licked them, to write up the chapter that had to do with the War of 1812. So when this matter was explained to Theodore Roosevelt he under stood at once and he said, "The only shots that count are the shots that bit." And we explained to him that the necessity was for efficiency to hit the enemy faster than he can. hit you; that we didn't want the standard to be the percentage of hits that you made, but the hits per gun per minute, and he understood at once and authorized us to train on those lines. : We had some dreadful turret accidents. We were then firing, accord ing to the Navy Department's orders, once every five minutes and twenty seconds. By putting the_ turrets in competition with each other, all of 40 Fourteenth Safety Congress them in the navy, telling them what the safety regulations ^ things that you must always do when you fire the gun and tl you must never do--but leaving all of the rest of it up to thei the men in any way they pleased and to see who could hit the the most rapid rate, we reduced the interval from 320 seconds thirty seconds, which is ten times as fast. And we .hit the tari 75 to SO per cent of the time, and before that we hadn't hit (Laughter and applause.) The first turret accident we had, when twenty men were t death by the ignition of a charge of powder due to a flarebac of the turret guns of the Missouri, the Navy Department atte establish the standard of percentage of hits. That was taken dent Roosevelt and he issued an order-to the Navy Department one of the finest orders that I have ever seen on a military subje by a civilian. He told them where they "got off." He told tl any risks that were necessary to bring our navy up to a con efficiency at least equal to that of foreign navies were justified i be incurred. And that is the reason that our slogan is not "Safety First "Efficiency First." And it is the same in submarines; it is the aeroplanes. We must be efficient in all of the implements of be as safe as we can while we have the efficiency. Now that is something that I believe the public doesn't uni particularly when they criticise the navy for having accidents, her that we are trying to make our navy efficient enough to l in case of war. If you would rather have no accidents in time hut be licked in time of war, all you have got to do is to say sc can accommodate you: (Laughter and applause.) Now as to safety and the nation--what do I know about that I look over that program and see thousands of different industrii you are trying to have safety that I don't know anything about of a railway^train and a few things like that--I know very lit pared to your accumulated experience--however, there is a certs of view from the navy that might be of use to you, and I am accentuate that particularly. And that is the difference that w nize in the navy between knowledge and training--two things very essentially different. It is the difference between knowing do a thing and being able to do it without thinking about It at a .that is not understood by a good many people and it is the cai great many automobile accidents. I once heard a lady say, who was just beginning to drive an bile and not having very much luck, "If these boys that I see years of age driving delivery wagons and whizzing around corr handling the machines beautifully can do that, at least an e intelligent woman ought to be able to do it." That is a danger tude of mind. It hasn't got anything to do with general inte at all. tisffgiSam.iHB T-Tii E&ecutives* Session, 41 You take our baseball players. Some of those men can't even read or write. Some of those men are boneheads in everything except baseball, but they have a manual dexterity and a coordination of muscles with the eye which hasn't got anything to do with your education, colleges or anything else. In the war we had a great many men come in as recruits--excellent people they were, high school boys, men out of machine shops, splen did fellows. We taught those men specific duties. We put a man at a certain kind of gun and left him there--intensive training in his own particular job. But what they didn't understand was this: After we would explain to him and his companions at the gun--the gun crew--how to handle the gun--and that is very simple; the modern gun is very simple to handle; it loads in the breech; you open the breech by giving a pull on the breech lever, which swings the breech block out of the way, one man throws in a projectile, another a charge of powder, and the lever man slams the breech shut and then you press the firing key and away she goes--and in two drills they would understand not only their own but the other men's duties, they didn't understand why every day, except Sunday, week after week, and month after month, they had to go through that drill for an hour every day. They didn't understand why, particu larly on a hot and sticky day, that they should have to spend a lot of perfectly good perspiration in doing a thing they knew how to do. We were trying to get the "know-how-to-do" out of their heads--we were trying to get it into the muscles and backbone--we were trying to get it into the subconscious processes. We wanted those men to do the right thing, without having to think about it at all, during the exciting times of action. That is the subconscious process. The subconscious process once acquired sticks, and it is liable to do some damage. In Mr. Hoover's conference in Washington on traffic on the roads, it-was enjoined upon the manufacturers of automobiles to try and get together and have a uniformity in gear shifting, so that you would do the same thing in driving one motor as you would in driving another. If you don't, the man who has been driving a Ford or a Bodge and steps into another machine, he is liable to go back to the old sub conscious training of the machine that he learned in. Now an automobile salesman told me that he had great difficulty with a certain class of citizens and those were merchant skippers. When a merchant skipper stands at his wheel and steers bis ship, if be wants her bow to go to the right, he turns the wheel to the left, which is the opposite to what you do in an automobile. You can explain to the old skipper that he turns the wheel the same way it goes. All right, he un derstands that, but let him get surprised at a corner, the way he was often surprised out in a fog at sea, and he wants to turn the motor that way, and the wheel will go the other way, because that subcon-scious process is there. -- I beard a fellow say once, a Captain well up in tbe navy, "If I have 42 Foxirteenth Safety Congress been able to handle a battleship in close formation at night (where an accident meant possibly the drowning of a thousand men) I ought to be aide to handle a motor car." Well, he got a motor and he tried it. He did learn what he had to do. He got caught in several emergencies. He knocked off both the front and rear fenders. He put his foot on the gas instead of on the brake, and finally brought up in a swamp. This is what he didn't understand, or hadn't thought about: that the man who handles the battleship in close formation with a big battleship ahead--perhaps three or four of them ahead--and three or four of them astern, where the signal may come to turn all simultaneously to the right or completely reverse the course, it is a nerve racking process, but the captain who stands on the bridge, maneuvering that vessel, doesn't touch the gear himself. He says, "Put the helm hard over," or, "Let her come to starboard" so many degrees, and tbe other people handle the gear and signals go down to the engine room. In an emergency he han dles it in the same way. He will stop and back her, or back one engine and go ahead with the other, but he doesn't touch the gear himself. That is something like driving a bus through the city streets by sitting upon the roof and telling tbe man below what you want him to do, and let him do it. That is where that fellow made a mistake. It Is easily seen that if what I say is true there has got to be some efficient means of finding out before you give a man a license to drive that he has acquired the subconscious process, otherwise he is not safe. I can give you example after example, and probably all of you that drive have been np against the same kind of people, who haven't acquired that process and have put their foot on the wrong pedal; that is, have put their foot on the gas 6r have shifted the gear in reverse when they in tended to do something else and backed through a store window, and all that sort of thing. It is not because they don't know what to do, but it is simply because they had not been trained. And if you can get that out to the public, so that they will understand it and believe it, you are going to decrease accidents a great deal. That education, it seems to me, is up to the local councils, through, of course, the National Safety Council. If that idea can be put across, that the examination of thpse men should be so thorough as to show that they do act subconsciously, then you will be on the way toward a solution of the difficulty. In some states I believe it is pretty thorough. In some cases the inspector will take you out, and you are under general orders from lu'm to do exactly what he says. He gives very sharp orders and watches you to see whether you will act in the proper way. Now about the reckless man and the careless man We are going to have those with ns always, and it is a question of you people who un derstand the psychology of things to find out some way of changing them. The trouble is itself in human nature. There isn't a one of you in this room, a man or woman, who hasn't scared the life out of your mother at some time or other by walking on top of a high picket fence Executives3 Session 43 In danger of falling off and banging yourself or disemboweling yourself. There is a certain pleasure in braving danger. The remedy is education on that point in so far as education will suppress it, and if not, it wants to be drastic punishment. Edward Dana, the Vice-President of the Boston Elevated Railway Company, read Mr. Coonley's paper on "Is Safety a Factor in Modem Industry?" (Applause.) IS SAFETY A FACTOR IN MODERN INDUSTRY? Howard Coonley, President of the Walworth Mariufacturxng^Company of Boston, and of the Massachusetts Safety Council There are very few. If any, executives of the larger corporations of the country who will question the fact that safety in the process of the manufacture of any line of goods is a factor in modern industry. We may not have admitted this fact fifteen years ago, when organized safety work, had its beginning, but it was demonstrated to us again and again when our great war industries were developed a few years later. I am not certain, however, that all the men in charge of the smaller plants of the country yet hold a clear and definite point of view upon this subject. The corporation that employs several thousand men is able to study an impressive lost cost charged up against accidents through operation and to bring about an important saving through organized prevention work Jn the plant. The manager of the small plant is equally impressed with these figures, but nevertheless feels that they do not apply to his own little industry. Yet if he were able to add his own experience, with its com paratively few accidents per year, to that of a hundred other plants of his own size, he would discover not only that the total toll of accidents would equal that of a corporation one hundred times the size of his own. But what is more probable, that the record was higher because the combined small plants had neglected their safety work, or done it only half-heartedly. Of the 197,000 manufacturing establishments in the United States, 93 per cent employ 100 persons or less. Perhaps it is to this large number of employers that this address should be spoken. Our loss of time through, industrial accidents has been estimated at 227,000,000 working days annually, which would mean a wage loss to workers of nearly a billion dollars m a single year. Accidents Largest Single Waste in Industry Today The Bethlehem Steel Corporation, which has 70,000 employees in its various plants and mines, has said--to quote a typical point of view of the large corporation upon ..this matter--that accidents are the largest single waste In industry today. And it has not failed to translate this conclusion into vigorous and practical action, for its eight years of highly organized safety work has resulted in a reduction of 40 per cent 4:4: --Fourteenth Safety Congress in. lost time accidents, a salvage worth, two and a half million dollars the Bethlehem Steel Corporation and its employees. It is not necessary to remind the delegates to this Congress that the is on file in the executive offices of a score or more of great corporatioi the dollar and cent proof of the value of organized safety work, but would like to add to this some testimony given by several speakers at session of the recent State Conference of our Massachusetts Safety Cou cil, held in Boston in cooperation with the Engineering Section of tl National Safety Council. We are perhaps prone to think that the nation advertised product gains favorable publicity when It Is known to carry c so-called general welfare work of benefit to its employees, but that we ai more likely to find the manufacturer of the other necessities of li; following the unemotional course of making goods for a hard-headc trading world, and Teaving such details as safety work to whatevc insurance company may be carrying him. In this conference to which am referring, the speakers represented plants working under thes hard-headed conditions. Rates of host Days Per ICO Workers Reduced from 199 to 61 A large paper mill told us that in five years its rates of lost days 100 employees had been reduced from 199 to 61. Then the genera manager of a textile machinery corporation reported that all foremen i the employ of his works were rated annually on the basis of their los time accidents, and Ahis rating became a factor in determining thei fitness for promotion or wage advance. An engineer who had made study of machine guards in their relation to production told us of a plan where piece workers had opposed the installation of guards on the groun that their earnings would be reduced; whereas, after a short period e readjustment, it was found that the average production had risen fror 9.000 to 11,000 pieces a day. The superintendent of a shop with 3,30 employees told how. as the result of a practical talk heard at one of ou safety conferences, he had made safety a real factor in his own orgat ization, and had reduced accidents 50 per cent within siac months. These cases are noted--and many others might be cited from tfai same conference,--because the industrial manager who is not yet sol< on safety sometimes questions whether the optimsim of the safety engi neer will square with the actual problems of the plant when theory i: put to practice. May I quote from just one other speaker, a manager fron a corporation having in its employ 69,000 people. "We consider tb< matter of safety so important," he said, "that a general supervisor o: safety, reporting to the vice-president in charge of manufacturing oper ations, has been assigned'to Its study, and a general safety engineei devotes his entire time to an analysis of factory conditions. Ten Divisions Show Reduction of Lost Time Accidents It may be added that one plant of this great corporation, employing 20.000 people, has been carrying on an intensive campaign of persona' caution this year, with the result that all but one of eleven divisions entered in the contest have shown a reduction of lost time accidents. Executives* Session 45 It follows, then, that safety Is an accepted factor in the plant operations of every industrial corporation that has made a serious study of the cost of accidents, and of the methods of reducing such losses. Quite apart from the human side of the question,' the billion dollars involved is an item of sufficient size to interest all prudent managers. The accident is not an act of Divine Providence, a phrase that so long served as an excuse for our unsolved problems, but is a reaction arising out of the misadven ture of human beings with the equipment of industry upon which they are employed; not only its machines and elevators, but its slippery floors, its flying particles of material, its electric! wires, and its score of other incidentals. -- Even when physical conditions are made as fool-proof as possible, there still remains the human element as a factor. In either instance, it is a genuine problem in safety engineering. Employees Should Salvage Both Men and Materials The impersonal view of this question necessarily deals with what the National Safety Council has termed "the dollar side of safety." The per sonal study of organized safety work, however, will disclose to those of you who may not be familiar with it, a most interesting human phase. Just as certain qualities of unexpected kindness are brought out in un demonstrative men under the stress of active service in war, so are certain undiscovered traits of helpfulness developed among the foremen and workmen engaged in accident prevention .work, once they have come to a realization of the fact that a 20 or a 30 per cent reduction in lost time records can be translated into suffering actually averted. The secret satisfaction - that comes to a physician who has helped check an epidemic, or has^ stayed a human life that was ebbing out, is no longer the exclusive heritage of his profession. The essence of it, at least, has been passed on to the meirwho, working upon the difficult problem of a high rate of accident frequency and severity, have not only made it yield in the total, but have seen it save eye or limb in the individual. A man is a more valuable workman, whatever his position, who values men above material in industry, and who knows how to take salvage from both. Mb. Dana: I cannot refrain, from making a few remarks at the con clusion of Mr. Coonley's paper, because from the electric railway stand point, those of us who are in that industry have had accidents before us from the inception of our employment in the industry. And the rea son for it is that the industry is an industry constantly in motion. Its units are always moving about and its passengers are moving on and off the vehicles. it I want to call your attention to the fact that in Boston, while the fare is higher, we have a basic arrangement following after your noble ex periment here in Cleveland of service at cost. And I think that Mr. Alexander would agree with me that with 50,000,000 passengers in rapid transit in Boston, that under service at cost we might necessarily have a higher fare, but we have a good accident record. aasiBB- _iaL~ 4G Ronrteenth Safety Congress And today at this convention we have fourteen men. Ten of them have earned the right to come to this convention, ( Applause. > They are right off the platforms of the cars, because of their record from Jan uary 1st to June, and because of the examination which each one of them passed in the 96's and 97's. And not only will they have the op portunity to carry back the message of the National Safety Council, to carry on this safety work continuously, for if there is one thiug an elec tric railway manager Jcnows, it is that these so-called drives, spurts, aren't the real thing. Safety work is incessant, and it is better to do a little of it and do if constantly and do it well, ban it is to make a groat, big splurge once in a while. (Applause.) And I hope that these boys who have come~on here to enjoy your beautiful city can carry back some additional enthusiasm, so that we may reduce our accidents oven more than $100,000, because we reduced them $100,000 more this year over last year. (Applatise.) MEN AND MACHINES Capt. A. A. Nichoson, The Texas Company, Port Arthur, Texas Most of us want the best of life, but we are nevertheless inclined to waste and squander it through the malpractice of personal conduct and attitude, which always?is a menace and too frequently destroys success. Safety builds and preserves men. It prevents deterioration of the human machine, and its"greatest joys are known only to the safe. The reward of safety includes freedom from personal pain, the ability to produce and earn, happiness of self as well as the happiness of ethers, an open avenue to success, and many other things both great and small. The habit of safety brings much to those who practice it through the application of self-carefulness--the safe man is able to and does live for others more than he lives for self. Jfis ambition never lag*, for his industry is always unbroken, and he is thereby enabled to grow. He Is ever possessed of what the foolish call 'good luck," and year after year his improvement steadily increases. The desire to take a chance, which tempts so many, never bothers him, for with the visible and material benefits which his safer conduct affords he is able to appreciate the real value of carefulness, and this causes him to be wary of made traps. The habit of safety has no attached cost--it tends to broaden rather than to narrow; it increases tlie future opportunities, and can not possibly stunt either an individual or an industry. It doe*, how ever, add to the joys of the individual man and those with vims he comes in contact: it lightens the burdens of life and remove* the i nm rTi places from the road; it increases man's material accumulation*, and it makes , any industry or any community far better for hi* having been there. The safe man, more than the perfected machine, is the earma of real improvement. The other day as I stepped from a trans-continental train. I chanced aha &ia, Executives3 Session 4:7 to pass the powerful locomotive, where the engineer stood fondly wiping and oiling. his giant companion of steel, and' I thought of the track, carefully laid and always kept open before this iron monster, and how, after it had completed its run was carefully gone over and cleaned, and tested, and polished and oiled--always kept securely housed when not in operation. It was thus safeguarded, in order that it might render continuous service. This was a machine, worthy indeed of marvel. This was a machine more powerful than a thousand men. Every minute piece had been designed and built by men and, when it was finally assembled, was operated by men. And then I pondered as to whether the guiding hand of this great machine was receiving parallel care and attention; and why should, this handicraft of men have destroyed more than twenty thousand human souls during the past twelve months, and I realized that the same as machines are man-made, so are accidents. The thing we should firmly get fixed in our minds is that God made man but man has made our accidents. Made them wilfully? No, a thousand times no. He has basicly been responsible for the develop ment of accidents, because in the material evolution and progression of the world, the mind's eye has been hypnotized by the unfolding of mechanics and science, and in following the course of least resistance, he has learned the art of taking a chance; he has made fertile the streak of selfishness and has endeavored to make himself believe that he is not his brother's keeper, and he has, through lack of thought, permitted the child of his own creation and the handiwork of his own brain and his hands to become his fear and his physical undoing. Unfortunately, however, with the fruitfulness of man and with the increased comforts and conveniences of life made possible through his efforts, there has come an increase of accidents--accidents which cripple and blind--accidents which sever families and implant despair where happiness once bloomed--accidents which create . widows and orphans, and accidents which, if carefully unfolded, would show that man himself was responsible for removing the safeguard which was, at the outset, so carefully placed upon him. Did Old Time Chariot Stop, Look and Listen Can it be said that these accidents are the price of modernism, or industrialism, or aggressivxe ambition? Who can tell what was the frequency and the severity rate in the construction of the pyramids? Who can tell how many fatal accidents were incurred in the building of the great Chinese^Wall? Did the old time chariot stop, look and listen, or did Robert Pulton consider the safe issues of his venture ahead of the fulfillment of his dream? Industrial history points to the fact that wreckage has lain in the wake of every stride of progress Why? Simply because the fundamental safeguard has been removet from men and left off until its removal has become a fixed habit, ant we today, knowing it to be removed, are doing hut little towards its replacement. The past centuries have closed in on us like a blinding 4$ jtrourxeenub oajecy Kjo'nyress fog, and tlie cost of their carelessness will ever remain buried and unknown, but we do know that the yesterday just passed and the today just dawned has exacted^ its toll of men beyond a figure which is both prohibitive and needless. We are building machines when we ought to be building men, and we are forgetting them in the program of human efficiency. We hfe giving all our thought to increasing the speed of the machines that men have built and none of it to the men who have made them possible. We are thinking of production and dollars and are Ignoring human flesh and blood. Our dreams are mechanical instead of human, and modern industry will remain pagan until we more fully realize and appreciate the fact that the human side will never be comparable to the mechanical side. Both have their place, but men must have first place. Ladies and gentlemen, human safety is a mental attitude, while mechanical safety is simply a physical reality. What we need is more logical safety thinking on the part of the humans which are behind the machines, if we are ever to realize the fruits of our efforts in trying to conserve life and limb. The object of the safety movement and the object of this particular convention is to reduce accidents--not by theory, but by a practical, logical, simply, and effective method--a method that breathes ofreasoning and understanding more than guards and gates, and it has got to be a method as clearly understood, as readily grasped and asZ willingly executed by Tony Randazza in tbe bull gang as by the president of the corporation. It has got to be a method that includes a mutual agreement between men and man agement to the effect that it's a part of every job; that it's the best thing to do not simply because it's the cheapest, but because it affords the greatest returns, and because in this method is included a human understanding of confidence between those two parties who stand as the first line of defense against the arch enemy of careless manipula tion. Such a method has got to be adaptable to any situation--and to ever be effective it has got to be accepted rather than compelled. This plan In a nutshell means education--a form of practical education that's just as essential to our future progression as is the literacy of our people--a system of education that has neither beginning nor end --and a course of education that requires tens of thousands of qualified and interested instruetors- Urges That Thoughts Move From Mechanics to Humanity I hope that this convention will inspire you executives to go home and become better acquainted with your safety engineers and your foremen- I hope that your eyes will thinfcingly shift from mechanics to humanity- I hope that you will appreciate the helplessness of your wonderful machines without the possible human factor behind them. I hope the family of the most humble worker you have will truly reflect the contentment and the happiness of your own family circle. I hope that you safety engineers will go home and get closer to the Execxitives' Session 49 men who toil and sweat, and who look to you as their salvation and guide out of a great industrial chaos, where limbs are torn and eyes blinded and lives snuffed out. I hope you will appreciate that safety, like Christianity, requires more practice than it does preaching. I hope that this convention will furnish to you the thought that human lives are saved through their own efforts more than by mechanical safe guards, and I advocate letting your correspondence and your hobbies go for a day or so--get away from your desk and swivel chair, and go out into the shops and the mills where men love work; where human flesh is straining under the desire to suit your requirements for production; where sparks fly and chips fall and man-made machinery whirs, and look at the men, and ask yourself which is the most wonderful or the most needed in your business and in everybody's business--ask your self whether you have been spending dollars on one and pennies on the other--ask yourself whether the accidents out there are machinemade or man-made, and ask yourself whether or not life, in its final analysis, isn't just service, and whether you can render any greater service than to willingly become your brother's keeper. And so, I contend that the safety movement, so far as a practical issue is concerned, will become a mockery unless we begin to give our men as much, if not more, consideration from the standpoint of conservation, as we do our machines, and using the past twenty years as a gauge and in getting a measure on the coming twenty years; it can only mean that., unless immediate, drastic and result-getting methods are applied to our accident situation, our great industrial insti tutions will never be able to go higher with the superstructures of success. The foundation of any success is dependent upon its human relationship, and until we grant and appreciate that fact; until we give greater consideration to eyes and fingers than we do to covers and gears, and until we put enough confidence in onr work forces to fully realize that if we take care of the men the men will take care of the machines, I can only deduct the conclusion that we are going to compute, at the end of each succeeding year, a greater number of addi tions to this ever-increasing human scrap pile, as well as the ill appre ciated sorrow, suffering and unhappiness created thereby. X reiterate that this will require education, and no better qualified faculty of educators or men more capable of carrying' out a program that involves hundreds of thousands of human lives could ever be assembled than you gentlemen here at this convention. Plea for Safety Better Than Wall for Charity Unless we do protect workers as our duty should prompt us to protect them, and unless through a spirit of brotherly interest and human belief we assist them in replacing the human safeguard of care ful thought, which alone can successfully combat the man-made acci dents, we are bound to finally undergo a rude awakening to the fact that we have wilfully permitted our most valuable assets to slip 50 Fourteenth Safety Congress through, our fingers; that we are going to be bound up in a lot of non result getting legislative red tape; that we are going to be surrounded by a host of disgruntled ^nd crippled workers; that the present plea for safety will be transformed into a wailing cry for charity from the widows and orphans once mothers and children, and that - industry, regardless of the acres it-.covers or its standing in the financial world, has failed after all, because it became blinded to the fact that the human side of steam whistle life was greater than the mechanical side. Machines rust and so do men. Machines must be lubricated and so must men be lubricated. Machines have a maximum capacity and so do men, but, machines depreciate while men improve, provided they are led by mental safety and Dot driven by mechanical fear. Ignorance and the lack of enlightenment is what causes men to rust away. Human beings, to operate smoothly and efficiently, must be consistently lubri cated with a genuine sincerity--to give you maximum production they must be encouraged with interest getting incentives, and to he able to render a life of service, as men were intended to render, there must be permanently replaced on them the never failing, mental safeguard of carefulness. Go back to your plants and try to speed up your production solely from a mechanical standpoint. It can't be done, and whether or not you will admit it. your human factor always becomes more efficient whenever your quality or quantity of production increases. Go back to your plants and begin to tread the same ground as do your men, sweep away the threats and talk the proposition of safe conduct over on a man to man basis. Go back to your plants and learn your men through a closeup study of the individual rather than by a long range perspec tive on the entire organization. Go back to your plants and carefully work out a practical educational course that will tend to make your men safe, and you will need have no worry for the safety of your machines. Go back to your plants and begin to build your men for permanency, and you will soon discover that your machines and your business will improve through the improvement of your men, and that you will not only have contributed to the material success and happi ness of an untold number of" individuals, hut that from the angle of dollars and cents a safe jcrew can only cut your cost of operation in every possible way. Rome wasn't built in a day--neither can accidents be stopped as by magic, but unless we begin now to orient ourselves and our fellow man in getting out of this great industrial nightmare of wasted life and limb, the near future years are going to prove that life in all its phases has failed; that industry has failed; that mechanics have failed; that humanity has failed because we have individually failed to realize that life is human and not mechanical, and that real conservation primarily applies to those things inaugurated by divine power, and that in this program of essential conservation there jbt M more vital or important item than men, and when we think o machines, we should think in terms of the human machine. .rs '.Fi7 3 liM i' tfii {,#- Executives3 Session 51. PERSONAL PATHS TO GREATER SAFETY Walt Si Goodwin, Chalk-Talker, Newark, N. J. Safety Council A. manufacturer gave an artist an order to design a catalog cover, to advertise liis line of motor boats. The title was Speed. The artist was glad to. receive this opportunity to show his talent, taste and training. He studied under the best masters in America and Europe. He starts by drawing's? graceful frame for his picture. It is "rocco ornament." JDo you know what rocco means in French? You don't! Where were you during the great world war? Then he decides to begin the title with an elaborated initial "S." He combines a mixture of American ham and eggs, English chops, German ginger bread, Hungarian goulash, Italian spaghetti and Irish stew--that gives his art an industrial flavor. But he doesn't eat. for he is a real artist. . The rest of the title is lettered in an old ecclesiastical style. Ke looks it over and is pleased. _ Next, he draws the distant horizon, majestic mountains, rolling clouds, pretty birdies and a marvelous sun-burst to illuminate the background and reflect upon the wateg. And the wonderful motor boat, is traced with, a man at the steering wheel. What is the first thing that would enter the man's mind--what would your first thought be, if you had control of that boat? Inviting a beautiful woman. -- So she steps iu with an easy grace, cuddles in a cozy corner with a faint rustle of silk fabrics. 1*11 say she's a fluffy little doll. She smooths her skirt and lifts her soft hand to wave some one good-bye. She spins her emerald green parasol, causing shadows to playfully kiss the radiant bloom of her peachy pink cheeks. She fastens her nifty hat that matches the exuberant sheen of her hair, glorious chestnut hair, not bobbed, but clustering thickly, lovingly around a well poised head.. Notice her deli cately carved nose and the cute eupid bow mouth? Prettier when she pouts. See the exquisitely chiseled chin and those adorable eyes--ah, there is no fear, but a hint of curiosity shows in her large mistily luminous eyes. She glances at the cool, peaceful water; she dimples mis chievously as she drapes her shapely arm over the side of the boat and trails her pearl tipped fingers--look she is making the water trickle through her friendly fingers and watching the jeweled drops--when all of a sudden, a tiny little fishy darts to get a nibble, and a lot of other suckers.hang around waiting for a chance. Waking up, the artist now continues his picture by adding a bunch of sea-weed, as a throne for Neptune, but thinks that would look like the girl's old man; therefore decides to merely add Neptune's fork, and that makes the whole thing look like the devil. Our artist submits his creation to the Manufacturer. One look and 52 Fourteenth Safety Congress Mr. Manufacturer shouts, "What a fizzle!" and tears it into a thousanc scraps. ___ The poor artist commits suicide. Manufacturer Did Not Think of Accident Hazards Now, the Manufacturer sketches his own idea. A plain border, no scenery, just the bow of his speed boat reaching for the sky and the furious wash as it cuts the water in its terrific rush Writing in the title "speed" completes his idea. He is delighted. But some friend asks, "Have you thought of the rocks--accident haa ards?" He replies, "That'e none of your d--dash business!" This manufacturer's idea illustrates the past--the period of pxinfu production, when the killing and maiming of 'workers was a by-produc of the industrial process. This has been wiped out. And the artist's picture represents the present progress in production We now have maximum production without accidents. Today, industria safety is considered nothing more than, good management. The beautiful woman is the goddess of safety. Do you see that th parasol is down--that's reducing overhead. The man you see at-the wheel is the foremost foreman. He is attenc ing to his job. It is a perfect partnership--and this is a honeymoon trip. This new viewpoint--this new era has been the aim and is the achiev< ment of the National Safety Council and the thousands who have ct operated with it and maintained it. THE ACTIVITY OP THE INTERNATIONAL LABOR OFFIC] IN THE FIELD OF ACCIDENT PREVENTION AND INDUSTRIAL INSPECTION Frederick Ritzmann, Director, Safety Service, International Labor Offic League of Nations, Geneva, Switzerland When the International Labor Organization and its Labor OlBoe wa created the dominating idea in the minds of the founders wa* that tl workers throughout the world should he safeguarded by suitable se lective measures from the privations and risks which have often max their lot so hard In Jihe past. It is, therefore, not surprising that amor the tasks which the Preamble to Part XIII of the Treaty of Versa!111 imposes on the International Labor Organization, special mention made of the "protection 'of the worker against sickness, disease ax injury arising out of his employment** Not only does protect!* against injury depend upon untiring vigilance in each indlvidu undertaking, but also upon the existence of an effective system of i spection. Hence, we find that this same Part XIII of the Treaty <3 mands that "each State should make provision for a system of inspc tioix" in order to ensure the enforcement of the laws and regulatioi for the protection of the employed. ISexecutives' Session 53 The governing body of the International Labor Office early recog nized that the International Labor Organization could not afford to remain inactive in the sphere of accident prevention, and ` in April 1921 it was decided to set up in the office a safety service, and in November 1921 I was called upon to direct that service. How the safety work of the office has been promoted, I shall endeavor to explain briefly to you. It should be emphasized' at the outset that the International Labor Organization has no power to intervene directly in the labor conditions of the individual countries. Its constitution gives it, however, two indirect means of influence; first through action of its annual confer ence by the adoption of recommendations and draft conventions for ratification submitted to the government of the member states, which may then give practical effect to them through their national legisla tion; and second, by educational efforts through the publication of studies and reports, for the promotion of measures for the protection of labor. The organization is also limited to these two methods of action in its work for promoting safety. In this latter field, however, their application is not easy, because accident prevention work demands methods quite different from those which can be and have heen applied in the regulation of almost all other conditions of labor. An obvious example would be the establishment of an eight hour day. Here we are dealing with an easily understood and easily defined obligation which there is no , special difficulty in putting into legal form, or sub sequently enforcing. It is very different with accident prevention. Every expert knows that in safety legislation the establishment of the legal obligation is an extremely complicated matter. Even though there may be agreement on general principles, the real difficulties begin in giving effect to them in individual cases. And not only that, but accident prevention is also in a high degree dependent on the human element, with which legal provisions alone can never hope to cope. It was considerations of this kind which convinced me that the sup port of the systems of industrial factory Inspectors and of the other agencies engaged in safety work was the most promising line of inter national action for the promotion of safety. The International Labor Orealization is able to give such support by those methods of action allowed by its constitution, on the one hand by the Influence which It can exert through its conventions and Recommendations, and on the other hand, by facilitating the exchange of experiences between the inspection officials of the various countries. To Secure Enforcement of Laws for Protection of Workers The first, definite accomplishment through the efforts of the Inter national Labor Office was the adoption by the fifth session of the Inter national Labor. Conference In October, 1923, of a "Recommendation concerning the general principles for the organization of systems of inspection to secure the enforcement of the laws and regulations for the protection of the workers." This recommendation contains a whole 11 Fourteenth Safety Congress series of provisions which, give expression, in particular, to the <! to make the supervision of safety measures as effective as poss Thus the section dealing with the functions and powers of inspe provides that "in: cases where immediate action is necessary to t Installation or plant into conformity with laws and regulations" inspectors should be empowered to issue immediate orders. In view of the differences between the judicial systems of diff< countries, the conference did not go so far as to require that orders should in all cases be immediately executable, but it was down tliat "in no circumstances should provisions intended to pr employers against^arbitrary action prejudice the talcing of measures w view to the prevention of imminent danger which has been duly si to exist-" In addition, a special section dealing with safety lays < the principle that inspection, "in accordance with the tendency i fested in the oldest and most experienced countries,. should be ine ingly directed towards securing the adoption of the most suitable s methods for preventing accidents and diseases with a view to re ing work less dangerous, more healthy, and even less exhaustini the intelligent undertaking, education, and cooperation of all cerned." The methods recommended for giving effect to this priu are the adoption of a well-organized system of notification and tb vestigation of accidents. It further states that inspectors should endeavor to promote tin provement and perfection of measures for health and safety, bj systematic study "of technical methods for the equipment of esta' ments. by special investigations into problems of health and safety by any other means. The recommendation recognizes that on highly qualified staff can be expected to fulfil tasks of this nature it Therefore demands "that the inspectors should in general poss high standard of technical training and experience, should be pe of good general education, and by their character and abilith capable of acquiring the confidence of all parties." Care was taken to insert a clause providing that the inspectors shoul guaranteed a sort of professional standing in harmony with tb' portance of their duties. "The inspectorate should be on a perm basis and should be" independent of changes of government;" "should be giveff_ such a status and standard of remuneration secure their freedom from any improper external influence.'* Industrial Inspectors Have Internationally Recognized Standarc By Article 405^of the Treaty of Versailles, the Members of the national Labor Organization undertake or agree net later than eig months from the ^closing of each session of the conference, to brin recommendations or draft conventions adopted to the attentic "the authority or authorities within whose competence the mattei for the enactment of legislation or other action. In the case of . ommendation, the members will inform the Secretary-General (< Executivesf Session 55 League of Nations) of tlie action taken." Tiius, with the adoption of the recommendation on industrial inspection, the International Labor Organization has been given a means of keeping its member states continually attentive to the question of bringing their own systems of inspection into conformity with the principles laid down. A still more important result, however, is that the industrial inspectors them selves have now an internationally recognized standard to guide them in their own efforts to strengthen their position and to extend their sphere of activity, particularly in backward countries. This is about all that can be done for the development of industrial inspection through formal acts on the part of the International Labor Organization. The procedureL of industrial inspection is so intimately bound up with the administrative and judicial system of each country that international regulations concerning its organization would not be reconcilable, either with the sovereignty of the Member States or with the practical requirements of administrative routine. Again, the problems of accident prevention are very unsuitable for dealing with, by way of recommendations or draft conventions. Any sucb measure would have to be very technical and precise to be of any assistance to an establishment. For example, international agreement upon such universally accepted safety measures as the adoption of the cylindrical cutter block or the protection of boilers would merely amount to recognitions of existing facts. On the other hand, problems which are still in course of investigation cannot be solved by formulae whether of national or international origin. Hence, there remain very few questions which are of such a nature as to make it necessary or desirable to deal with them by international action. The exceptions to this observation are so few as to prove the rule. Two instances where international action by treaty or recommendation would seem serviceable arise in the case of the safeguarding of seamen, railway and dock workers, distinctly international occupations. Safety of dock and seamen, and the problems of automatic couplings on railways, are already on the program of the International Labor Office, and are being dealt with so far as the available means allow. Aim to Facilitate Exchange of Industrial Experiences However, the means which the International Labor Organization has of assisting industrial inspection officials are fortunately not exhausted with the recommendation on industrial inspection. In fact, all I have said goes rather to show that the main activity of the International Labor Office in the sphere of accident prevention must be concentrated for the present in those methods of action which aim at facilitating the exchange of experiences between industrial inspectors and, in general, at imparting information and. instruction. Here again it is with good reason that the idea of assisting the industrial inspectors stands in the forefront. Recent experience and in particular the reports of what has been achieved for safety in your own country by means of publicity and fciM tPiiiaiMi ia I. As ^ MilMiiBa. - fe'.it B!BSgHia ;.,- :ib : ..-i la. 1,1 `;a * 5--^ ...J EE 56 Fourteenth Safety Congress education embracing all classes of the working population and the people as a whole, make it quite clear that instruction and education may be given directly by suitable publications. But such publications, whether they consist of pictures, warning signs, leaflets or otherposters, must be adapted to the public for whom they are intended, and above all to the mentality of employers, and workers in the different countries; in a word, they must have a national character. There is no temptation therefore, for the International Labor Office to enter into competition with the work which the different countries are doing in this field, and if tempted to do so it would have little chance of success. It must, in the nature of things, turn in the first place to those who are carrying on the work of safety in the different countries, and endeavor to help them in their work by making accessible to them in suitable form information as to what is happening elsewhere. Industrial Safety Survey Printed in Three Languages And this is, in fact, the principle which the International Labor Office has adopted for guidance in its safety publicity. It issues in three languages (English, French and German) an industrial safety survey, which contains in addition to original articles on interesting probelms, regular reports on official and private activities in the field of safety throughout the world. It also keeps its readers informed by means of a very complete review of books and periodicals, of the con tents of international safety literature. Pamphlets such as that recently issued on "Safety Devices for Wood Working Machinery in Great Britain and Switzerland" are intended to serve the same purpose. The International Labor Office is also always ready, to help in answer ing the miscellaneous questions which so often crop up in the everyday work of accident prevention, but which the individual safety worker who is confronted with the problem has not the necessary data to solve. . It goes without saying that in carrying out its tasks in the sphere of accident prevention and industrial inspection, the International Labor Office cannot dispense with the support of the competent representatives of these- branches of social work in the different countries. The govern ing body has accordingly created a corresponding committee of experts to help the office in its work. This committee includes industrial in spectors, representatives of state; accident insurance institutions (so far as these take an active part in accident prevention) and representatives of the employers' accident prevention associations which exist in many countries. The American members of this committee is Major Henry A. Reminger, whom you know as a vice-president of your National Safety Council. Mr. Morley, general manager of the Ontario Accident Prevention Association, is also a member. The International Labor Office applies to these experts for all the information which it needs from different countries on question of accident prevention, and which it cannot ex tract directly from laws and regulations or from available documents. ExecutivesT Session 57 It is, of coarse, understood that these committee members, in so far as they do not themselves possess the required material, procure it through contacts which they may have with the competent persons and agencies in. their respective countries. Plan to Issue Series of Monographs on Safety Subjects The cooperation of this committee of experts also enables the Inter national Labor Office to carry out independent studies o international scope upon important problems of safety. It has been decided that these studies shall not be simultaneously issued as a single manual as was at first contemplated. Such a volume would he out of date very quickly. These studies will, therefore, be published in the form of monographs. A. detailed plan for the preparation of these monographs has been drawn up, and you will perhaps be interested to hear the most important points. The subjects which are to be Investigated in the immediate future are the following: 1. The manufacture of celluloid goods, including the manufacture and utilization of cinema films. 2. Wood-working machinery. 3. Pressing and stamping machines. 4. Centrifugal machines. 5. Acetylene plants. 6. Methods of using chains and cables. At its first sitting, held at Geneva May 11-13, 1925, the committee selected experts to deal with these six subjects. These experts will begin by drawing up, in collaboration with the International Labor Office, a list of questions asking for the information which they need from the vari ous countries for their study. These questionnaires will be communicated to all members of the committee, who, on their part, will endeavor to make as complete as possible a collection of the material available in their respective countries. The International Labor Office undertakes to procure the material relating to countries not represented on the committee. When the writer has prepared his study and sent it In to the International Labor Office, the latter will submit it for revision to the other members of the committee or to special experts who may be called upon to assist from time to time. The suggestions received for additions or modifications will be communicated to the author, who will take account of them in preparing his final draft. The International Labor Office retains the right to make such alterations of form as may be desirable in the interests of the uniformity of its publications. In case of differences of opinion concerning the subject matter, it is pro vided that special investigations shall be carried out by the safety service of the International Labor Office. The service will for this pur pose apply to experts having a special knowledge of the subject, but will itself take the final decision on the points in dispute, and accept the responsibility for the statements made. This arrangement is necessary because the monographs will appear as official reports of the Inter 58 Fourteenth Safety Congress national Labor Office. However, to secure tlie rights of the authors in their intellectual property, it has been agreed that the monographs shall appear with the note "Based on an original study by -------------- and revised by the members of the safety sub-committee." Will Describe Risks Connected With Processes and Machines The monographs will describe the risks connected with the process or machine with which they deal, set out their direct and indirect causes, and state clearly the material, and, where occasion arises, the psycho logical conditions, necessary for preventing such accidents. They will proceed to give a survey of the preventive measures which have been adopted in practice up to the present and of the results of the measures. Information concerning any legal regulation relating to the subject and bibliographical notes may be added. Statistical data may also be included in so far as they throw light on particular causes of accidents or the efficiency of particular methods of prevention. Such, then, are the ways in which international collaboration Is taking place in the field of accident prevention. The work is only beginning, but we are justified in expecting much from it judging from the interest shown in these initial efforts. To take a recent instance--a meeting of experts at Geneva convened by the International Labor Office during the Seventh International Labor Conference, suggested that re course should be had to the safety committee of the office for the solu tion of certain urgent _ questions, including that of the international prohibition of the sale of unprotected machinery and international agreement as to the marking of the weight on packages for transport by sea and as to the maximum weight of the sacks which should be carried by freight handler and dock workers. I should not neglect, to say that developments in the sphere of accident statistics are closelyfollowed by the International Labor Office, which is doing everything within its power to assist all efforts being made to promote inter national uniformity in such statistics. International work in the field of accident prevention must, as we have seen, in view of the limits imposed on the activities of the Inter national Labor Organization, be confined in the main to publicity and research. Nevertheless the organization aspires to do something more than compile documents. Tlie International Labor Office is fully aware that success in safety work is only possible by keeping in close touch with practice, and for this reason it seeks to give the official in charge of its safety service oppSrtunitles of maintaining such contact. It is for this same reason that the director of the office, Mr. Albert Thomas, has sent me over here in order to study first-hand the organization and the methods of your magnificent safety movement, and to take part in this great congress. That is evidence to you of the great interest which the International Labor Office takes in your effort's. Allow me to conclude these brief remarks by thanking you for the reception which you have accorded me and for the opportunities which have been given me of obtaining this valuable first-hand experience. Health. Service Section. September 29, 1925 DR. Ce. F. N. SCHRAM, Chairman Medical Director, Fairbanks, Morse Company, Beloit, Wis. DR. C. L. FERGUSON, Secretary Selby Shoe Company, Portsmouth, Ohio THE RESPONSIBILITY OF THE MANAGEMENT FOR THE EFFECT OF FOCAL INFECTION (ESPECIALLY DENTAL) ON THE LIFE, HEALTH AND EFFICIENCY OF THE EMPLOYEE Weston A. Price, D. D. S., M', S-, F. A. C. D., Cleveland, Ohio NEW TRUTH is a new sense, for with it an individxxal can see things which he could not before receiving that new truth and which others cannot see who have not that new truth. But new truths come only to prepared minds. The purpose of this association in its ulti mate analysis is to correlate the present new truths, which, when they become new senses, will conserve human life. You have asked me to discuss the relation of focal infections, espe cially dental, to this matter of health conservation, and the responsi bility of the management of an institution or corporation with regard to their associated assistants and employees. The fundamental principle, that I am my brother's keeper, compels that when I have a great new truth, which affects the well-being of my fellow man, it is not only my privilege but my duty to bring this information to his attention, and this fundamental principle of social progress and moral sense relates just as much to the president, the' superintendent, and the foreman of a group of men and women as it does to me as a research worker, and this is the direct problem which I am to discuss with you today. I shall in this communication discuss this problem from the viewpoint of the opportunities and--responsibilities of those persons who have the relationship to groups of working people of benefactors, while serving in their capacities as directors and supervisors. However, while I shall stress the service feature, I am glad to state my confidence that as a financial investment it seems to have been demonstrated to be not only a logical, but very economical procedure, for no salvage can have greater 50 60 Fourteenth Safety Congress value than the salvage of trained experts who frequently have requii years for development. While it is important as a money-saving proposition to prevent den caries and dental abscess in order to make unnecessary the loss of ti and lowered efficiency of the individual during the period of his suil ing, it is infinitely more important to anticipate and prevent those generations of fundamental organs and tissues, which are hastened their development and frequently largely caused by the injuries to I defensive forces of the body, particularly the blood stream, and whl often exist for months or years as a distinct variance from normal of t chemical constituents of the blood, apparently largely as the result the continued presence in the body of chronic focal infections, such dental infections. In the light of the newer knowledge the procedure indicated invol'i not only a physical examination but a chemical analysis of the blc in order to detect these serious disturbances (serious because they ex over an extended period) and by this means not only secure evidence the probable presence of chronic focal infections, but suggestions I reinforcing the patient at the point at which he is likely to break lat Chronic focal infections not only produce microorganisms to invi other tissues, but toxic material which directly disturbs the balance various factors of the blood, particularly' the calcium and its compoun which changes directly reduce the functioning not only of organs a tissues in normal metabolism, but particularly -of defensive median is: of the blood, as will be illustrated presently. The health program of large corporations will therefore include a v careful study of the evidences of impending break as they appear in 1 blood stream before the symptoms of nervous breakdown, heart, kidn eye, and many other disfunctions, which may be in the process of dei opment and aggravation, partly or largely as the result of chronic fo infections, particularly dental focal infections. The practical application of these principles, which my researcl have developed, has been made by one of the large concerns, which 1: installed in accordance with these general outlines a department of blc chemistry in conjunction with the routine physical examination, and am anticipating that their representative will take part in this d cussion and report directly to you the results which they have achiet and the progress which they are making. Our viewpoint has changed very materially from thinking of 1 dangers of injury from .dental infections as being absent in all th< individuals not showing localized disturbances such as rheumatis heart, kidney involvement, etc., to a recognition that these may be part or even large part symptoms of an over-long continued load on 1 mechanisms of defense, accompanied by a final break in one or m< organs or tissues of the body. As we see it now the changes in the blood stream antidate the chan| in the various organs and tissues, and may be recognized there lo Health Service Section 61 before the physical symptoms localized as heart, kidney, or joint in volvement as a disturbed function. I shall accordingly present first a group of typical lesions which may be aggravated or largely induced by long-continued dental infections, or even by acute localized infections of the types that we are considering, and shall follow these with typical illustrations of the changes in the blood stream. A Radical Change In Viewpoint As a preface to this let me state a radical change in viewpoint relative to the nature and significance of the local expression of a dental focal in fection. The general concept and basis. of practice of the- medical and dental profession has been based on the presumption, that the roentgeno gram can reveal the danger by revealing the quantity of infection, on the presumption, that the extent of rarefaction, or decalcification about a root end, being the result of bacterial activity around the root end, therefore constitutes a measure of the quantity of that infection. We now believe that the organisms in an infected tooth do not directly cause the absorption of the alveolar bone about the apex except as they stimulate the mechanisms of defense of the patient*, whereby the patient because of his or her good capacity for reaction proceeds -to establish a zone of immunity; in other words, establishes a quarantine station be tween the tooth and the patient's body. This we call a granuloma; and with a given dental infection--such, for example, as an infected nonvital >ulp--that individual, who has a high defense, produces a large chamber in the bone; whereas, that individual with a poor capacity for reaction because of a low defense produces a much smaller chamber, or a zone of radiolueency to the Roentgen-rays. We must therefore radically modify our viewpoints, since in the light of this newer knowledge the individuals, who most needed to have dental infections removed, often escaped having it done through the mistaken belief, that since there was little roentgenographic evidence there was little infection, when the patient was really in greater need for the sur gical interference than one in another group capable of producing very extensive decalcification as part of the mechanism of defense. Still another important change in our viewpoint is that for the same reason for which we cannot photograph a dog behind a bush, we cannot photograph a zone of rarefaction about a root end which is behind a zone of calcification; and it follows, that those individuals with a high defense have a marked tendency continually to decalcify in the presence of an irritant, and those with a low defense have continually a marked, ten dency to a limited decalcification with a definite tendency to calcifica tion about the zone of decalcification. This latter zone of calcification tends definitely to obstruct and obscure the view roentgenographically of periapical rarefaction. Divide All Patients Into Three Groups In general we can divide all our patients into three groups on the basis of how they react in the presence of a given irritant, such as a 'r^jti^TTlfffil^V marntm^msK- infill (>:i f 'otrrl" nth Stxf-f 1 *f f'oti'/rcss definite type of dema! inftxdJerti. We can also classify into three groups on the basis of whether they do or do not tend definitely to have rheumatic group lesions in themselves and their families.' It is very significant and lni]M>rtant that we put the same individuals in the various three groups by either of these two methods, for those individ uals with a marked tend<wy to decalcify and who have the large areas prove to be the individuals who do not have the rheumatic group diseases, and, further, that those, who have the large zones of rarefaction sur rounded by a zone of calcification, prove to be those who have tended not to have the rhenmtstic group diseases but under the stress of over load have had a break in their defense and who now become susceptible to these affections of certain types: and. third, those with a very marked tendency to calcify with a limited tendency to decalcify prove to be those who through life have had a marked tendency not only in them selves but in their families to have the rheumatic group affections. I will present a limited number of illustrations of the types of affec tions which seem to have direct relation to dental focal infections, but it will be clearly understood that the limited space of this article will not allow more than a few Suggestions as illustrations. I have already presented this in extensive detail in a two-volume work on dental in fections. * If we will consider first ^ome blood stream changes, we will think at once of the heart involvements and anemias. The latter is illustrated by the following case. A young man was brought from one of the hospitals, suffering from spontaneous hemorrhage, chiefly of the gums. He had had a hemorrhages in the internal ear about twot weeks pre viously which caused complete deafness. The bleeding had been going on for two or three months, and on two occasions had been so severe that he became practically unconscious from loss of blood and was given blood transfusions, the beneficial effects of which, however, lasted only a few days. = When .brought to me the blood was oozing from the gums and dropping from his mouth at the rate of about one drop in two seconds, which he said was about the rate for the last six weeks. He was ashen in color. Careful examination showed! that he had five pulpless root-filled teeth which did not show extensive absorption. They were what are commonly called x-ray negative. It was disclosed that the hemorrhage was most severe around these teeth. I The clotting time of his blood was ten minutes. ^ One of these teeth was removed and the socket packed to control the hemorrhage, and he was retained in our ward for very careful attention and observation. A culture was grown from the interior of this tooth, which was inoculated the following day into a series of rabbits, one of which is shown in Figure 1. The rabbit died in about twenty hours from spontaneous hemorrhages all through its body, as illustrated in the thighs' and kidneys. ^ ('Volume T--Dental Infections! Oral anti Systemic. Volume IT--Dental Infec tions and the Degenerative Diseases. Ponton Publishing Co., Cleveland.) .-a i&i rn.il tfUifl! Health Service Section GS Fig. 1 Fatal, multipler spontaneous hem orrhages in rabbit,, produced by cul ture from tooth of patient sufferingfront grave oozing of blood from gums. Fig. 2 Valvular vegetation in heart of rabbit zvhich died of endocarditis after being inoculated with zoashing of two crushed teeth from a patient suffering from acute en docarditis. 04 r ourzeenxn isajery congress Several of the animals developed such hemorrhages and their clotting, time changed from one to two minutes as normal, to six, eight, and ten minutes, due to the presence in their system of this organism. The amount of culture inoculated was 1 cc. of an eighteen hour growth. With the removal of one after another of these pulpless teeth his clotting time came progressively toward normal and in two weeks' time was down to three minutes. The spontaneous hemorrhages had entirely ceased and in five weeks' time he was back at his regular employment. In the light of our newer knowledge, regarding calcium, to which we will refer later though briefly, we have an indication of the role of the particular type of infection that was involved in this case. We have had rabbits die in eight hours from spontaneous hemorrhages from such strains taken from the teeth of individuals suffering from hemorrhages. We cannot cite more than one illustration of various types and space will permit only a few types. Heart Involvements In further consideration of the circulatory system disturbances, let us consider heart Involvements. A boy was brought for study who had developed acute rheumatism. He had had a severe toothache about six weeks previously. It was not known that he had a heart involvement until our examination revealed a very severe endocarditis. The pulp was still vital in the tooth, and though the caries was deep the pulp was not exposed. On removal of the tooth a culture was made and inoculated into thirty rabbits. Twenty-eight of the thirty (or 93%) developed heart involve ment, and thirty of the thirty (or 100%) developed acute rheumatism. The hoy died about six months later of endocarditis, which affection had caused other deaths in the family. His inherited lack of defense for this type of infection, particularly as it related to heart, doomed him before birth unless the intelligent supervision of his home and his employer could come to his rescue with a program that would prevent his becoming a prey at the point of his inherited lowered immunity. The quantity of infection adequate to do damage is apparently very much less than we have previously been led to believe. For example, two teeth of a young man twenty-six years of age, suffering from acute endocarditis frequently recurring, were crushed and the toxic material and organisms washed from them and injected into a rabbit. The rabbit died in a few weeks' time from acute endocarditis with a valvular vegetation one incb long. This heart is shown in Figure 2. The quantity of organisms by weight was determined by making a count from a sample of the material injected, and found to be less than the millionth part of a gram, and yet they were sufficient because of their extreme localization qualities not only to attack the heart but to produce the death of the animal with typical endocarditis. Passing to affections of the nervous system, it is of interest to note that in over two thousand rabbits inoculated with cultures from dental Health Service Section 65 Fig. 3 Three rabbits paralysed by intravenous infection of culture from tooth shown. Patient seriously suffering front nervous attacks. Fig. 4 Paralysed rabbit, A. Loss of control from center of spine back. B. Lateral view of dissection, showing compression of cord. C. Central viezu, showing destroyed cartilage. D. Rojintgenogram showing condensation, not rarefaction. lT- <56 Fourteenth Safety Congress origin, paralysis of all or part of the body has act Mand tt % r 1 p cent of the total inoculations with strains team tb whNKi of tuffrfdss' not saffering from scat* nervous system ttnrlanK PwPtair, slM individuals are suffering from an tOMtt Mmai 4HBNtamm. warn case. lability, isciuifan. An Acbl r the im iff mmsm <me mm werttlui called sse on the phone asad mart mart ice aniMf Imt mr hr e am fixation beet said he wished to Cw fir MgpeffiMfe. ad Ue Hh sympathy so mack that she- ww terns mace mdh Per aet pwrpws and he wished accordingly to pot sse know to be the moat oerimes typo, a crinpf cti iMas from SI interior and inoculated into four rabbits. Three at Che nhfrlte wo paralysed from the center of their spines hscOrwsrd. as shown is Ffgui 3. They dragged their hind legs as thoetgh they dM net belong to then One of these animals is shown in dissection and roentgenogram i Figure 4 and it will be noted where the infection has attacked the spin: column, the spinal cord has come to be comprem i from the buildin on of bone in the process of condensing osteitis. In the roentgenograi there is no chamber of rarefaction, but on the contrary one of increase density. Figure 5 shows two rabbits inoculated intradnrally, each with a diffe ent culture, but both from the cultures from teeth of patients. On patient showed no systemic disturbance. The other had recurring coi vulsive tetanic spasms .-of encephalitis. With her recurring attacks st would brace herself in her chair, her arms becoming rigid, and violei spasms of .her muscles of mastication produced a grinding and crunchin of her teeth that could be heard in the surrounding rooms. The attach would last about three to five minutes. The culture from her tooth inoculated into one of these rabbits pr dueed, as revealed in the photograph, similar tetanic spasms, for tl rabbit is seen in a convulsion, with its four feet rigid, its head, throw back, and its muscles^ of mastication spasmodically contracting with s violent a grinding noise that it could be heard many feet from tli animal. The spasms similarly lasted about three to five minutes. Tl animal died in one of them within five hours after the inoculation: Lesions Related to Dental Infections Among the many lesions directly and indirectly related to dent; infections are those of the cervical nerves of the muscles of the necl These may produce typical torticollis or may only produce discomfo: in the patient. Usually the patients think that they have caught col in their neck, the facts being that a draft striking the tissues lowered th Health Service Section 67 M i lFont .vims of a milrmry nock from matlnlm with dental mlinn from a patient solving from my neck. '"ia-: -- iIbbbmm. - mtimma Health Service Section 69 local resistance such, that the -tissues readily became a prey to the toxic and bacterial invasion. Such a case is illustrated in Figure 6, which shows four rabbits, three with their heads drawn back, one with a very extensive myositis of the hips. The patient from whom the cultures were taken had been suffering for eight days with an acute torticollis, which had been recurring in mild form for two years but with increasing severity. The infected roots of a tooth were extracted and a culture inoculated into a group of rabbits, many of which developed acute nervous affections with displacement of the head. The rabbit in the upper left was in this group. A piece of the patient's neck muscle was taken under a local anesthetic and sectioned, and showed streptococci in the musculature. A piece of the muscle was ground up with sand and cultured, and the culture, which proved to be streptococcus, was inoculated into a second group of rabbits, several of which developed similar symptoms to those inoculated with the tooth culture. One of these is shown the second from the left in the upper part of Figure 6. The removal of these teeth completely relieved this patient of her dis turbance for a period of two years when the symptoms developed again but on the opposite side of her head. Investigation showed an involve ment of the pulp of a tooth from deep caries underneath the crown of the bridge. Within five hours after the removal of this tooth the symp toms had disappeared. Another striking illustration of this elective localization quality will he seen in Figure 7, in which four views of a rabbit are shown, which had been inoculated with the culture from a tooth of a patient suffering from a recurring involvement otthe muscles of the side of her head, neck, and shoulder, but which entirely disappeared after the removal of the dental infection. This rabbit's head was continually drawn to one side but placing the rabbit under an anesthetic, releasing the nerve control, al lowed the head to become entirely flexible and relaxed, only to return again immediately on the recovery from the anesthetic. We have come to look upon kidney irritations, including some of the types of nephritis or Bright's disease, as having direct connection with, dental infection. Figure 8 shows the greatly enlarged kidneys of a rabbit five times their normal size; as shown in comparison with a normal rabbit kidney, seen beside the abnormal one. This rabbit was inoculated with the cultures from the teeth of a young woman who had been almost completely incapacitated by Bright's disease but who greatly needed to work', her husband being dead and she had a child to support. Within a few weeks' time after the removal of these dental Infections the albumen had entirely disappeared from her urine and her nephritis was so - com pletely relieved that for six years she has been able to work continuously full time. This illustration shows sections of the kidney. Within two weeks the rabbit bad casts in its urine, and at tbe time of posting just before its death the kidneys had developed the extreme parenchyma tous nephritis shown in the illustration. 70 Fourteenth Safety Congress Fig. 8 Diseased kidneys of rabbit zvith nephritis five times normal size. (See a normal bclozv for comparison.) Upper are sections of same. Of the affections produced or aggravated by dental infections tl arthritides are probably among tbe most frequent. We now recognu two principal types, one of which is quite frequently related to foca infection. Figure 9 shows a boy of sixteen, seriously affected, for he ha been suffering acutely for four years, most of which time he had be< bedridden and practically helpless. His jaw was ankylosed closed so Uu lie could only take liquids and his pain was so great that he cried daf by the 'hour. With the removal of his dental infections he so greatly improved th he not only was free from his acute involvements and could open t jaws quite naturally, hut was able to work with his hands. Figure : Fig. 9 This very severe arthritis zjlvs getting progressively zvorse. It progressively improved after the removal of dental infections. Fig. lO Handhvork made zvith these formerly nearly useless hands. TZ Fourteenth Safety Congress Fig. 11 A tooth from boy in- previous il'InstraHoth. Note absence of apical rarefaction. This rabbit has acute rheumatism from culture from this tooth. shows the same boy beside an aeroplane and some fancy carvings that 1 has made with the same hands that before were so crippled. A most important and enlightening aspect of this case, and which typical of this type of patient, is the nature of the dental pathology revealed in the roentgenogram. Figure 11 shows an upper latei tooth (the center of the three in the picture) which had a putrescent pu but which with all its infection showed very little roentgenograpl evidence of periapical disturbance. How the Eyes Are Affected Of the many affections which we should present, most of which cannot for lack of time, will be those of the eyes. Figure 12 shows dift ent views of the eyes of a rabbit inoculated with* a culture from the te of a patient suffering from acute eye involvement affecting only one e; The dental conditions were not such as would be considered even s picious under the old standards of diagnosis, for they showed no peria cal involvement. It-is most remarkable, however, that four of the f rabbits inoculated with this culture developed acute involvement of c Health Service Section 73 Fig- xa One eye of patient had acute retinitis'. Four of five rabbits in oculated with dental culture devel oped acute eye involvements; one was blind. Eyes to right are nor mal; to left, affected. or both eyes. The normal eye of this rabbit is shown to the right and the diseased to the left. Two stages of the developement of acute corneal ulcer, which resulted in the complete blindness of the eye, are shown. Figure 13 shows the pus running out of a rabbit's eye forty-eight hours after it was inoculated with a culture from the tooth of a patient who was rapidly losing the vision of the eye and which vision had greatly improved in ten days' time and returned practically to normal after the removal of the dental infection, from which teeth the culture was taken for inoculation, into this animal. Space will not permit the presentation: of further typical cases. As a part of the limited remaining time I wish to discuss some of the fundamental factors of immunity and susceptibility to injury from dental infections. When an extracted infected tooth is placed beneath the skin of a rabbit, it has a very different effect from the placing of a sterile tooth. The latter is easily encapsulated and usually produces very little local or systemic disturbance. An infected tooth, however, slowly breaks down the defense of the animal with a series of blood changes which are quite constant and characteristic. Similar results are obtained frequently by injecting into tbe circulation the washings of a crushed tooth, and in some instances the injection of the bacteria-free filtered washings of an infected'tooth will produce the typical conditions. Figure 14 shows two rabbits, brothers, one of which was inoculated with the washings from an infected tooth and the other was not. The control gained fifteen per cent in five weeks' time, during - - - ..-- AT that was inoculated, which is shown above, lost 74 Fourteenth Safety Congress Figr. 13 Extreme eye involvement of Case No. 861. B, C. and D. Dented condition. E and F, Progressiz'e stages of acute involvement in rabbit's eye, inoculate, with culture from these teeth. thirty-five per cent inL weight and died with typical marasmus and bloo stream changes. ^ Results of Rabbit Experiments We have made several hundred rabbit studies of this type and 3 approximately seventy-five per cent of the cases the animals have die within a few days or^weeks. There is a characteristic depression of tl polymorphonuclears with a corresponding increase of the percentage < small lymphocytes. This depression of polymorphonuclears and increas of lymphocytes amounts on an average to about seventeen per cent. Accompanying this disturbance of balance of the blood cells and Fig. 14 Upper rabbit had been inoculated antIt washing~ front crushed tooth. It lost 35 per cent m five weeks, while its normal brother gained 15 per cent. primary factor in its causation is a depression of the active calcium. This is shown in Figure 15, in which a series of animals are included. Accompanying a more or less extreme loss in weight there has been a depression of the active calcium, ranging from 2 to 6 mgs., or from 10 to nearly 50 per cent. This change in calcium is probably one of the most important of the effects of chronic focal infections, for cellular activity of the various organs and tissues of the body is dependent upon a quite exactly balanced ratio between the various chemicals involved and alBO it requires a relatively constant level for each of these, par ticularly the calcium. 3 In Figure 16 will be seen a typical example in a single rabbit of these blood changes where a dental culture was inoculated. In sis days the polymorphonuclears decreased from 57 per cent to 31; the small lymphocytes increased from 34 to 62 per cent, a change of approxi mately 26 with each. While this was taking place, the active or ionie calcium decreased from 11.5 to 8.05. When the active calcium is de pressed to 40 or 50 per cent of its normal, the animals tend to go; intc convulsions and usually die in a short time. For those who are inter ested in calcium determinations, it will be of interest to note that while the total calcium increased from 13 tat 13.06, the active or ionic decrease' from 11.5 to 9.4, demonstrating, as' we have now so abundantly done 7G Fourteenth Safety Congress la J[ V C 1 i i * ?! ! J I =1 ! ? h :S 09 a\ v 3 132 0t-3 M 1 1. - s?! ; s*=s 0-" J MOO [ -M siO H03 O. Z .. s li i 1 =1 1 1i =i ai QO* IonicCalcium | i ti I^ -- 2 IJ S3 | S3 J -1 -! 521 S -! . . r QJ. 1 *2 i sss! i =9 XSJSz |t >CO .soj E? | owo1' 1 eoe j 1t i ~!. - wjc** TT' CM -c a .JUPsCr 1TSc "| s 1 i 1 g2 99k>a0o) OJ O -- ss, N e8 09 S3 (> o ' s g Ste 06 iTn 25 53 ft# 8 13 CO 9 If!Sis i ^ Ii i Hi ii m ii c Dale ' S3S3 j 53 S3S3 1 P5f9 1j 1j toy1 nN1 twi1i 09040* S3 S3 S3 rtabo S3S3 S3 S3 7777 0*090*0* S? S3 S3 09 09 S3 S3 0*01 g 1 m a 352 1 S Is ~ 5- iO 1 3 l 1: Jc ii S | 5? r*- i! - j = 3 2 O* t-- CO eo Calcium in Combin ation T -T0909 0- Ca Ionic and Combined > 88*7=8 o in* E oos s*J*s Calcium Ionic. a oa Si 5E aS Uf sssss 525222 S3 2 B * etS . JJ5 . 35? 3g J .ss -j C* c# bO pc< U U1 og zO r 5> t assays E --3 g->wodtOtO ts Poly* morphonuclear* Large Small; Erythro. cytes .900,000 6.150.000 5.750.000 5.800.000 5.100.900 ?Q So u' 0 1 os 2 s coj RSS3S gs Dale 1923 e-g ar-s ~C9 "TWO ci cococo that simply the determining of the total calcium is very inadequate tor getting the true picture. A. more detailed and graphic expression of the effect of tooth implan tation is revealed in the following case. Rabbit No. 1356 had a tooth implanted beneath its skin and various of the calcium factors were determined. In nine days' time it was found that the total onloinin decreased from 33.3 to 12.2. During this time the active calcium decreased from 10.5 to 6.1. The diffusible calcium decreased from 4.9 to 4.7; the non-diffusible 'ealeium from 8.4 to 7.4; the inorganic phos phorus from 4.5 to 2.9. This effect of this infected tooth beneath the skin of this rabbit is typical of many determinations that we have made of thi-g same problem. The animal may or may not become seriously languid sometime before a crisis comes. Frequently, when the active calcium goes down to around 5 or 6 mgs., the animals go into convulsions and die even though the stomach is well filled with recently eaten food. -- Wfel ir5s* jggg^-'lpp'fr'g ..Health Service Section 77 When chronic dental infection exists in the body for an extended period, it produces changes.'in the levels of various chemicals of the blood, which may be accompanied by little or no localized tissue change anywhere in the' body. The individuals have a sense of languidness. It is as though the brakes were on. They are usually underweight. They do not know it but they are often heading toward a break, which may come in the nervous system, or some of the organs, or in the skeleton and musculature. Usually the condition exists in the blood stream for a few or many months before the serious break comes. If that break shall have induced the destruction of an organ or tissue that is funda mental to life, such as the heart or kidney, it produces a grave situa tion. If it be In the eye, it may mean the partial or complete, temporary or permanent, loss of vision; if in the nervous system, the entire dis position may be changed. As we now understand these various affections, which we know as degenerative diseases, they are'in part, and often large part, expressions and therefore symptoms and-end-effects of the primary changes in the blood stream. The unfortunate possessor of a heart valve, that has been once involved, tends, as is common knowledge, to have a re currence, and such an individual is usually handicapped more or less seriously for life and usually has life shortened. In the light of this newer knowledge the better treatment of the heart affection will be its prevention. Labman and others have shown that the organism involved in sub acute endocarditis is in 95 per cent of the cases Streptococcus viridans. Our work has shown that in more than 99 per cent of cases the organism growing in infected teeth is the Streptococcus viridans though we now subdivide it into several sub-groupings. Time has not permitted an analysis of the role of contributing factors as overloads, such as influenza, poor nourishment, exposure, pregnancy, heredity, etc. I have discussed these at length in the two volumes above mentioned, and in various papers.* In these communications Should Provide. Protection for Handicapped People I have shown that a considerable percentage of humanity is born with a lower than normal capacity for combatting streptococcal infection, wbich is the reason, for example, that we have recognized that heart disease runs in various families, and similarly with other affections. Such individuals, as are so handicapped, and it probably constitutes 20 to 25 per cent of the total population in a community, not only have a greater susceptibility to dental carles, and therefore to dental focal infections, but require an entirely different type of protection if they are to live a life of normal comfort, duration, and usefulness. They do Dental Infections and Related Degenerative Diseases. Some Structural and Biochemical Factors. J. A. M. A. Jan. 24. 1925, VoL 84. pp. 254-259. Funda mentals Suggested by Recent Researches for Diagnosis, Frognosis and Treatment of Dental Focal infections. J. A. D. A., June, 1925. 78 Fourteenth, Safety Congress not and cannot have the knowledge that will enable them to carry oi such a program. It therefore becomes a matter of necessity that othej shall furnish them this care. We have accordingly, then, the prim responsibility as keepers of our brothers,- that we shall provide meai for the protection of these, who by inheritance and exposure are s handicapped. A group of such children, all having chorea (Saint "Vitus' dance) wei taken from London to a seashore vacation. They all recovered froi their chorea. They were then taken back* to their home environment. I six -months' time they were all examined again and over 60 per cent ha developed heart involvements, which they did not have when they wer taken to the seashore. It is a physical impossibility for such individuals to grow up in tt handicaps that modern home and working conditions provide withoi a premature break. Just as the Eskimos do not die of measles unlef they are exposed to measles, though practically all Eskimos exposed. 1 measles die, just so individuals without a normal defense against stre; tocoecal infections may live a relatively normal life if they do not ha\ a source for that infection, but are endangered, if not doomed, if th<s shall develop such, and whether they break or. not depends upon or other factor--namely, the extent of the overloads--which may -be' u: satisfactory working conditions. I have had, for example, in my care a woman with multiple deformin arthritis so advanced that she cannot move a hand or foot or scarcel any joint of her body, whose acute first attack came on at the time th* she was sorting harness castings in a room improperly warmed, an these were brought in chilled from another and unwarm, part of tb building, at the time she had dental infections, which several factoi seem in the light of our hewer knowledge to have created with he inherited susceptibility all that was necessary to bring about this tragi situation that has made her a bedridden invalid for now approximate! twenty years. Can we say of this generation that the management was not r< sponsible because they did not know? One in ten of approximately a the funerals of the civilized countries of the world is a death due 1 heart involvement. We have a conscience and a program for preventio of tuberculosis but we do not have such for the prevention of heai involvements. In oneT)f our modern communities the diseases of adult which unnecessarily shortened life during 1923 were of a total of 47 diseases of the heart 112, nearly 25 per cent, cerebral hemorrhag (apoplexy) 57, cancer 56, pneumonia and influenza 44, diseases of arterit 26, diseases of kidneys 22, diabetes 16, tuberculosis, all forms, on! 10, all other causes 127. Is it not a sad incident to record for this generation that we han not awakened to the fact, that the degenerative diseases of the heai are largely preventable? While you, who have the responsibility of ti people in your care, have a glorious opportunity for saving money f< Health Service Section 79 your corporation by conserving working efficiency through the prevention of focal infections, it is my personal belief that presently, if not already, you shall be held in large part responsible for not only the physical efficiency but for. the morbidity and tenure of life as well. DISCUSSION Frank Li. Wanzer, (Hamilton, Canada): Doctor, I would like to ask if neuritis is from the teeth? Dr. Price: As we see it now, the various forms of neuritis, includ ing neuralgias, are due largely to a lowering of the active calcium of the blood. The localization In the nervous system that produces paralysis will often follow' a general lowering of the calcium, and a lesion will be established in nerve tissues, but nerve tissues may be involved, by streptococcal infection after the calcium of the blood has been lowered. The pain of neuritis and the pain of neuralgia is al most entirely due to the lowering of the blood calcium. H- D. Lifers (Southwestern Bell Telephone Company, St. Louis, Mo.): Is there a connection between the focal infection of the teeth and the tonsil? Dr. Price: The question is asked is there relationship between the focal infection of the teeth and the tonsils. When a person has an overload of infection In any part of the boy, it will tend, of course, to suppress and use up the fighting energy of the body. In that. way tonsil infections may lower the general defense and make a person more susceptible to dental infection and vice versa. Dental infection may lower the defense so they will be susceptible to tonsil infection. There is that Important difference. Tonsil infections are usually a little different in- type than, the infections in a sequestrum of bone, such as the tooth. When the oxygen tension and the carbon dioxide tension are thrown out of balance, as they are in .the sequestrum of the tooth, the organism takes on a greater virulence than it does when it grows in soft tissues. You tend more to have the encapsulation types of streptococci, the faecalis strains In the dental infection much more than you do in tonsil Infection. They are more likely to produce chronic and long continued irritations in organs and tissues, probably than tonsils, where the ton sils tend to be acute. The tonsil infections are probably more often hemolytic, hemolyzlng strains than in the teeth. SYPHILIS AS A FACTOR IN INDUSTRIAL SURGERY Dr. F. G. Barr, National Cash Register Company, Dayton, Ohio I am going to give you just a few illustrations that we have had re cently in our own organization. The first is syphilitis choroiditis, which means inflammation of the deeper structure of the eye. One of our employees employed as a cleaner of machines, cleaning the grease and paint off of some of the old machines, using caustic soda, splashed so Fourteenth Safety Congress a little in his eye. That is a very common occurrence. The only thin< needed, and the one thing practiced by all of the employees doing this same type of work was to step to the nearest faucet, put a little watei in the eye, dilute the caustic soda and go on with the work. This cer tain employee did not deem it necessary to even do that much, so h went on with his work. It happened -on a Friday, and there was vaca tion until Tuesday. He appeared in our medical department Tuesday morning with a badly infiammed eye, the typical cloudy, hazy condi tion of the entire eye, which the doctor usually recognizes as s syphilitic eye. He was sent to a specialist immediately, who gave us the report ir writing a few hours later. "You have syphilitis ehoroditis. Inflammation of the eyes." A Wassermann was taken which showed positive four plus. The man received three or four doses of salvarsan, anti-syphilitk treatment. Ultimately^ the man lost the eye. The case, as we arc self-insurers, was reported to the industrial commission of our own state, and twice the industrial commission at Columbus decided this case was a straight syphilitic infection of the eye, and yet our local court gave the decision to the man, and it cost our company approxi mately $1600 for a syphilitic eye. Case No. 2: A man working along in his regular routine of work, not difficult work, suddenly made a step to the right and broke the femur bone, just about this location. A Wasserman was taken immedi ately and found to be a syphilitic case. Fortunately under anti-syphilitic treatment the man improved and the bone united, but it was a long delayed union. The man has been kept in our employ for a period of several years, not earning all of his wages, because he is unable to do the work he had done before, due to this one disease, syphilis. Another case is a man who had three different injuries, not any of them very serious, and yet serious enough to cause lost time. One was a scalp injury, which did not heal very readily, as scalp injuries usually do. A Wassermann was taken and proved to be syphilis. Due to anti syphilitic treatment, it healed very quickly. Later we found that this man was having trouble in his department. He was a grouch. He didn't get along well with the fellow workmen. He didn't get along with the people in his neighborhood. Finally a spinal puncture was made, and it was founcL that the man was suffering from cerebrospinal syphilis or, as the laymen usually term it, paresis, or softening of the brain. ~ A man had sort of epilepsy; it was not true epilepsy, but, as he termed them, fainting spells, two or three different times appearing because he had fainting spells and injured at the same time. There were no witnesses to the accident. A Wassermann was taken and syphilis was present. With anti-syphilitic treatment, the condition cleared up. -= I mention these cases to illustrate four or five different points in the care of syphilis in industry, in the prevention of syphilis. I cannot go Health Service Section 81 along giving you illustration after illustration, because it would be very similar, but how are we going to combat syphilis in industry, not only from the standpoint of injury, not only from the standpoint of paying out compensation in our own state, and it is practiced by every in dustry in our state, but how are we going to combat it? I have mentioned the first and most important point as I see it, the keeping on the look out for the disease.' The safety directors, if they are in the proper place in a factory, under the supervision of the medi cal department, will see these cases. They will know the history and they can, in their trips through the factory many times, find these cases. So point No. 1 is, always be on the lookout for syphilis in in dustry. Point No. 2 is, don't be stingy in taking blood for Wasser- manns. Men and women do not object to blood examinations today. In fact, the doctor doesn't do as many as he is asked to do. In our own states it is very, very easy to send the blood to the state de partment of health, and- there receive the diagnosis on the case. The doctor in industry should practice (taking many samples of blood wherever he suspicions this disease. Point No. 3: I believe that the doctor in industry today can accom plish most in the care, the treatment and prevention of syphilis by build ing up on the outside among his co-workers, that is the physicians in the- city, a close relationship. We must, work as industrial physicians with the downtown physician. Less than a month ago a patient came in to see me. It was one of our employees. He told me he had been to his family physician and his case had been diagnosed lead poisoning. I could have said to that man, "Well your physician has diagnosed it as lead poisoning. You have a number of the Cardinal signs and symptoms of lead poisoning. You go along and take your treatment under this physician." Instead, I called the doctor. I said, "What do you base your decision on of lead poisoning?" ^ "Well, he works in _your plating department.'' This is one on the medical profession. We use no lead in the plating department as you men know. There is not an ounce of lead u'sed. Yet the man had given the. history, "I work in the plating department of the N. C. R. Company, and I have cramps in my abdomen, suffering from consti pation," several of the cardinal signs of lead poisoning. This doctor said it was lead poisoning. I said, "Did you do a Wasser- mann on this man?" __ "No, I didn't, but I gave him a little potassium iodid, and he is im proving. He must have^ lead poisoning." A. Wassermann very .soon told the story in that case. The same doc tor, a few weeks later sent a case in as acne. He says, "This man is suffering from acne, and I am giving him treatments." Yet, there was a man that had chancre and a secondary rash of syphilis. There was lack of interest in this patient. The third case came in from the same physician and he said, "I have another case of lead poisoning." This man happened to have been 82 Fourteenth Safety Congress working in the electrotype department. It is very necessary to watc those types of cases; yet on close examination .it was found that th: man was suffering from tapeworm. With proper treatment the coi dition cleared up very quickly. So I say we 'must keep in close touc with the family physician. We must check him. I won't have yc believe that many physicians make those radical mistakes, yet the are made many, many times, because the private physician does n< appreciate the conditions under which employees work. It- isn't a vei uncommon occurrence to have an employee say, "I must go off duty f< four or five weeks on the advice of the physician, because I am wor ing in the paint dejmrtment.'' Naturally the private physician, max times, thinks because he is working in the paint department, it mu be very unsanitary, uncleanly place to work. Yet most of our paii departments and enameling departments today are among the cleane in the factories. There is one other point on the care of syphilis, believe that the most important factor in the prevention of syphilis an educational campaign. I believe we are not educating our peopl our employees as we should. This was brought to the attention of tl officials of the N. C. k. Company way back in 1910. We had a case of gonorrhea in which a blacksmith lost an e; from a roller towel. We abandoned roller towels, and we began course of lectures and the very first case of syphilis that was report! in our industry was a case of our own nurse, our own industrial nur contracting syphilis in a dental chair on account of the dentist usli unsterile, unclean Instruments. I wonder if you men as medical m of safety men have checked up the dentist in the industry. Do yc know he is clean in bis work? Our own dentist is extracting from 2 to 300 teeth every month. I know he is dealing, with some syphilH cases. Does he appreciate the importance, the relation of his work syphilis? We began this type of education. We have continued all throu, these years. I might say that we have developed a lecture of slides a motion pictures that we are glad to send to any' industry in the Unit States. We have placarded our buildings at different times, vario departments with bulletin hoards. We have used every means of e< eating our people and specially our young people. Saturday of this week I have been asked to talk to fifty or sixty our cooperative students who are entering the high school and Univ sity of Cincinnati on this very subject. We think it is the most i portant factor in the prevention of syphilis, and ultimately in the p vention of these cases of syphilis complicating our injuries. CHAIRMAN SCHRAM: Is there any discussion of Dr. Barr's papt DISCUSSION MR. H. G. METRAM (Gulls Mfg. Co., Seneca Falls, N. Y.): Th< are two questions I want to ask Dr. Barr. The first is right along Health Service Section S3 line with his talk. We have had considerable experience with the same type of cases that he has had and has been telling us about, and that is accelerated syphilis due to accident. Have you ever found. Dr. Barr, that any of your employees -object to a Wassermann, and what is your attitude toward the employee? Do you tell him that a Wassermann has come back plus- if it has, and what effect does that have on his attitude toward the company? DR- BARR: We have never had a single objection to the Wasser mann that I can recall. I always show the man the laboratory report. I say, "Here is the three plus positive Wassermann," or four plus, two plus or negative. I had two yesterday that I showed to our em ployees, and both were positive. Those men had voluntarily come to me for a Wassermann test last week, and the report came back yes terday. 1 don't know that I have noticed any difference in their their attithde toward the company and that of the normal employee. They are always glad to know the condition. It so happens in both of these cases they are married men and have families. I asked them what they were going to do. One said, "I am going home and tell the whole story. I am going to tell my wife everything." _ The other man said, "I am going to keep it from her." I think' it is my duty as industrial physician, and his physican for the time heing to follow out his plan in either case. I will help In either way. MR. METRAM: An employee came to the hospital with a case of cloudy eye that you mentioned and which was diagnosed as a case of interstitial pericarditis, hut the Wassermann came hack negative. Does that mean there was ncr syphilis? DR. BARR: No. He_would tell you it didn't necessarily mean it wasn't syphilis. -- DR. H. H. KESSLER (New Jersey Department of Labor). Dr. Barr, you didn't mention whether -examinations were made. DR. BARR: We have been examining employees for twenty-three years. I don't believe there has been any employees admitted without an examination. I might say among 8,000 examinations, pre-employ ment examinations, ten active syphilitics were found.. You say that is very low. Certainly it is, compared to some other disease, for instance, tuberculosis. Among the same 8,000 employees, 116 tuberculosis cases were found, and yet I wouldn't have you men mistake the direful re sults of the ten cases of syphilis. I might tell you something about the care of those cases. A man ap plies for employment. If we find he has either a chancre or secondary rash (the ten came in with either one of these two stages) the duty of the industrial phyisican, as I see it, is not to say, "I am rejecting you. You cannot work at this institution." I take unusual pains with that man, to know if he has a family physician. If he has a family physician, I tell him, "I am going to call the doctor and tell him. Will 84 Fourteenth Safety Congress you make an appointment? May I make an appointment for you ti afternoon ?" Many times the reply is, "No, I haven't been to this doctor f quite awhile. Have you any specialists?" I give him the name of three or four specialists. I attempt to him to decide right_ there which specialist he will take and make ; arrangements for him. We even go so far as to loan money to apt cants who cannot afford to pay for treatment of this kind. It is an pensive treatment. I am not speaking of the employee; I am speaki of applicants. We loan money to them, and it is always returned. H. G. LIVERS (Bell Telephone Company, St. Louis, Mo.) r Do y make it compulsory^ to have your employees visit your medical < partment after their employment? DR. BARR: We never use the word "comj'mlsory" in our industi It doesn't develop the proper attitude or the proper morale among t employees. Yet I say to you people, yes, we compel them to come the medical department in this way; that is a question of not dealt with the employee, the individual employee so much; it is a questi of dealing with the foreman, If you can sell every foreman in the dustry that he must think of the medical department as related every employee, then it is an easy matter. This is our rule: No employee is permitted to go home (I say permitted"; we don't use that term either) unless he goes through t medical department. We have, I should say, ninety-nine and ni: tenths per cent of pur employees who are glad to come through t medical department, because it places them in touch with the nurse the first aid department. It places them in close touch with the vis iug nurse. He knows he is going to get a little bit better service fri the visiting nurse since he has reported to us, and we have his na: and can send her out the following day. MR. LIVERS: What is your attitude toward the employee who 1 his family physicianpand knows what is the matter with him, and i family physician and he decide to hide the condition and keep all tl information from you? DR. BARR: I never say a word about that. I can give you an ill tration. We had a supposedly bad injury of the knee about nine monl ago. The man was treated by his family physician for several wee and he took a WassSrmann, and found the man had a gummatous c dition, so he treatedPim. The doctor came to me and said, "This m does not want his family to know of this condition. In fact, I have told the man himself, and I won't have him know it." Today that man does not know that he has a syphilitic conditi I gave him my word of honor that I wouldn't tell him he was in t] condition. I believe it is very essential. We have the wife of the employee being treated today for supposei infection of the noseT It is a syphilitic condition of the nose. Toe she is under treatment. Her husband contracted the disease. He Health Service Section 35 one of our employees. He heard a lecture and came to me and said, "1 have had some of the signs and some of the symptoms that you men tioned when you were discussing syphilis. I want a Wassermann." A Wassermann was taken and it was four plus positive. MR. LIVERS: Is that at the expense of the employee or the com pany. DR. BARR:That is at the expense of the employee. We do not pay for any treatment of sickness of any kind, but we do, as I mentioned a few minutes ago, loan large sums of money for treatment, and the men pay it back out of their pay envelope. There is one other point. Don't ever be guilty of paying off an em ployee because he has contracted syphilis or gonorrhea, or any of the venereal diseases. Just as soon as you do that, you can put it down that you have numbers of cases in your factory that are not reporting to you. In fact, answering your question still further, there is only one person in our industry besides the employee who is supposed to know the man is suffering from a venereal disease or infection, and that is the foreman. I always feel it is my duty to inform the fore man the very reason the man is off duty. I tell him every time, and, I will say, that ninety-nine per cent of the foremen keep it to them selves. --. DR. CUTLER (Hayes Wheel Company, Jackson) : We have been ex amining our men for about one year and one-half. We take a routine Wassermann on every man that comes for employment. We have done in round numbers 3,0010 Wassermanns, with 124 that are four plus, four and two-tenths are positive. A large number of these men don't know they have syphilis, and the doctor can't find it unless he does a Wassermann. I think lit is very important to dp a Wassermann on every man that comes for employment. THE DOCTOR AS A WITNESS BEFORE INDUSTRIAL COMMISSIONS Paul B. Magnuson, Mi D., Chicago, III. Looking back at the contacts with a large number of industrial sur geons over a period of fifteen years, and especially during four years of association with the Illinois Industrial Commission, I am tempted to classify doctors appearing as witnesses before the Industrial Commis sion in three groups; those appearing for the plaintiff or the applicant; those appearing for the defendant; and those called by either party but not appearing for either. The last group unfortunately, is the very small minority in this line of work. A doctor's sole business should be making sick people well or at least helping them to get well, and yet we have a certain number of doctors who feel it is their business to help out by more or less biased testi mony, either one party or the other, depending upon who is paying the 86 Fourteenth Safety Congress bill and what pressure is being brought to bear. Having been laoocitMd with corporations as aa industrial surgeon I think I can say, faatdbcd ky personal experience, that no corporation or official of a corporation lots ever asked me to change my opinion or bias my statements in t&e 1--im following an examination or treatment of an employee; and yd, At prevailing opinion of industrial surgeons seems to be that they aad protect the company or lose their standing with the company. As a matter of fact, what the officials of a company want to know are facts i* the case based on careful examination and good judgment, with the bene fit of the doubt, if there is any, given to the injured employee. In four years of examining at the Industrial Commission, I was never approached a single time by anyone representing a corporation and asked to change my opinion after an examination or favor them with an opinion before an examination. And where an agreement has been made to stand by the opinion of the medical director, the agreement was never, to my knowledge, set aside or avoided in any way by a representative of a company; and the contract was always carried out. I cannot say so much as this for representatives of the employee. Sometimes if the opinion was adverse, the attorney for the petitioner would still bring the case to trial in the hope of getting a reversal of the medical direc tor's opinon by the arbitrator or the commission. Should Not Appear as Witness for Either Party The witness before the Industrial Commission should occupy the same position that a teacher occupies before a body of students. He should preface his testimony by a careful examination, based on all the infor mation he can get regarding the accident, the way it occurred and the Immediate consequences of it. In his examination he should take intc consideration the individual's mental and physical endowments, his adaptability and his race, as well as the kind of work that he has beer doing in relation to the injury sustained. It is assumed that this man must have had a considerable experience in the special line or indus trial surgery, and the_on!y way he can get this experience at presenl is by the handling, as an employee of some corporation or insurance company, a large number of industrial cases. There should be no feel ing in his subconscious mind at any time that he is an employee ol anyone or that he must favor anyone in order to keep his job. He mus' feel only that he is a doctor seeking for the facts in the case so that h< may render a well balanced and unbiased opinion based on his invest! gation. ^ When he appears before the Industrial Commission it should not b< in the light of a witness for or against anyone. The calm and impartia statement of facts, regardless of whether they are favorable or unfavor able to the side that has called him. will soon, establish a reputation o: honesty and integrity which will make him a sought-after witness 01 both sides of a controversy. I know of no mental attitude that is mor satisfactory than the feeling that one doesn't care one way or anothe Health Service Section ST whether there is a large or small judgment rendered, and one doesn't feel that he is Involved in any way in defending or prosecuting a case, hut feels only that he is telling what he knows to he true and doesn't care how uncomfortable the facts make either party. Me will amtoabt- edly be accused of throwing the case one way or the other by those who are hardest hit; and sometimes the facts do not ptwtf cither party. Am a matter of fact, it is frequently the case that an waarfwdSB an injured individual brings out many things which are anpCnasunt to both sides. It must be remembered that medicine fs an . art and a science and consequently cannot be exact; that opinions are based on past experi ence and that experience varies with different individual*, so that there must be different and yet honest opinions. If an of one's answers are favorable to one party in tbe argument, it must be fairly assumed by the arbitrator that the statements are almost too favorable to one party to be true- When, however, these statements are always modified so that while they may be favorable to one party they still do not condemn the other, it immediately leaves the impression upon the arbitrator that the facts in the case . are being weighed carefully and that due credit is being given to both sides of the case. The man who plays politics and policy with his place as a medical witness soon becomes known as a witness for the plaintiff or a witness for the defense, depending on which side he is most intimately connected with; and this is the thing which has brought, medical testimony into disrepute. It seems to me that the general trend now, especially with attorneys of the better class, is to employ doctors who have no axe to grind and who are independent so far as their position and finances are concerned, to give them unbiased statements and make thorough investigation of cases before they come to trial. The attorney "realizes that it is his only salvation to have all the facts in the case before him at the time he goes to trial. Otherwise, he may be surprised by the introduction of irrefutable evidence pre sented by the other side which may knock his case into a cocked hat. If he is fully aware of--all the facts in the case which can be supported by logical and reasonable testimony, he can present his case in such a way that he will get a just award. If he is not familiar with all the facts .and his opponents springs a surprise on him, he is immediately al a disadvantage which will likely result in an award against him anc suffers a loss in the logical conclusion of his case as summed up be fore the trial. __ There are many industrial surgeons who sit beside the attorney wh< has called them and coach him in the cross questioning of the oppc nent's witness. This immediately makes a bad impression on the arbi trator and classes the_ man who does this as a medico-legal expert err. ployed by one side of a case, and not as an impartial witness. The arb: trator's mental attitude is "how- can a man he so tremendously Intel ested as to cross question a fellow practitioner or coach an attorney i cross questioning him and still be unbiased in his opinion?" A medic* 88 Fourteenth,-Safety Congress legal expert should never be used as a witness in the same trial al which he appears as a medico-legal expert, because as soon as he appears as one, he loses his value as the other, if he. is successful at either:' It seems to one who has observed the workings of an Industrial Com mission over a period of years that there are entirely too many cases come before the commission which could be settled, if all the facts were known by both parties, before the case was brought in. It not Infre quently happens that all the doctors on both sides agree in the essen tial facts of a. case where there should be no argument as to the amoum of disability or the fact that there is disability, and yet, a case is brough' into the Industrial Commission with the result that the individual losei time which is valuable both for treatment and from the standpoint o compensation, because the doctor who is treating the case or the doctoi who examines it does not come out flat-footed and say to the company that the disability is such that requires further treatment, that th< man is not able to go back to his former occupation for several months but should have some light work while he is getting treatment, and th< company does not co-operate in giving such treatment. Foremen am heads of departments are very slow to take back a man who is injure* because it interferes with the record of the production of their individua unit of a corporation; and there should be some official of every compan; of any magnitude who Is charged with the duty of finding places fo men who are not able to do their regular work but can do some wort I have seen neurotics develop, not as a result of injury but as a resul of being pushed around from post to pillar and back again; they lx come morbid because they cannot support their families and they mag nify their injuries because they have' nothing in the world to oceup: their minds except their troubles. There is also a class of employers who feel that when they have pai< their insurance premium for compensation, they have discharged thei full duty towards their employees; at least some of their officials fee this way and that it is up to the insurance company to pay the ma: until he is able to go back to his regular work that they will not sloi up production in any department to take a man hack who cannot do full day's work. Unfortunately a man cannot be put together like piece of machinery, greased and oiled and started in motion, after b has been repaired.___An individual who has been injured, even though 1 is a finger injury of little magnitude, cannot do his work as suecessfull for the first week or two after he returns as he could do the day befor he was injured. Muscles weaken rapidly on disuse;, joints stiffen; ligj xnents become inelastic and tendons adherent; to say nothing about th soreness in scars at the point of injury; and these things cannot b repaired in any way except by gradual and daily use, and until a ma begins to work he cannot begin to develop the functions- that permi him to do a full day's work. This is particularly true in fracture and in back injuries. . We can aid in complete restoration by resisttv exercises, massage ancLpassive motion; but a treatment of half an hou Health Service Sectio-n 89 or an hour a day does not take the place of eight hours of work. It should be borne in mind that the athlete who goes into training starts many weeks before- the critical test, to develop himself for the test; and yet, we expect men to go back after injury and step into their old job and do it as well as they did before. All Facts Should Be Given Consideration These things must all be taken into consideration by the surgeon when he is testifying, as to Whether a man is able to return to work or not, and his statements, if true, must be qualified In every case. Our In dustrial Commissions are not formal courts and it has been my experi ence that few attorneys object to a doctor's talking rather freely on the witness stand regarding his findings and his opinion in the case under consideration. The moment an attorney stops a medical witness in a free and frank statement of his opinion before an arbitrator, that attor ney weakens his case before the arbitrator by making it appear that he wishes to conceal something that the doctor wants to tell. The arbi trator wants to know the facts in the matter; he is not interested in fighting anybody's battles. If there is a question of a doubt, he surely resolves that question in, favor of the man. He realizes, as we all do, that doctors are only human and make mistakes. .A man may have a rather severe pain and yet have no objective findings. The doctor has, however, an opportunity n>f checking up this individual on a number of different occasions, and in a doubtful case it is not fair to ask a doctor to form an opinion on one examination. A careful examination in which the complaints of the patient are regarded carefully and then checked up on a subsequent examination to see whether the complaints are still the same or whether they" have shifted, or whether the patient is con fused in his story and his symptoms have changes between examinations, is essential to allowing the doctor to form an opinion which he can de fend honestly at the hearing. It is also advisable to give the doctor if there are facts which the patient probably will, not mention, a brief re sume of these facts in a written statement before the patient comes, or at the time he comes for examination. It will give him a better chance to weigh the patient's story and to tell whether a company is biased in its. opinion or not. ^ From my experience as an industrial surgeon with a number.of com panies, my subsequent association with the Industrial Commission- as medical director, and .since then doing a considerable amount of special examining and consulting work for both employers and employees, it seems to me that many of the disputes that come before the Industrial Commission arise because the doctor does not win the copfidence of the patient; does not treat him as he would a private patient; and does not make him feel that he is a doctor and only a doctor, and not an employee of the company or a part of the claim department. A number of years ago I adopted a policy of dictating a report to the company in the pres ence of the patient, saying to him "this is what I am going to tell the 90 Fourteenth Safety Congress company about your case; this report will -go to the claim agent. Is ' there anything in it that: you do not agree with or anything in it on which you think my opinion is biased?" In a large percentage of cases there was no dispute in the matter; in some cases there was a dispute. In the latter, I assumed the authority of telling the patient that I would see that the company paid for one or two examinations by men whom the patient might choose from among the most expert surgeons of the city, giving the patient a letter simply addressed "Dear Doctor" and telling the patient to take it to any one or two of five or ten men agreed upon; that I did not care to know to whom he went, so long as he went to a well qualified man. In the letter to the doctor I agreed to see that the bill was paid and asked the man to get the doctor's bill for exami nation so that the doctor would not know to whom he was sending it and I would not know which doctor the patient went to see. In this way we laid our cards all on the table; I knew that the patient was going to get a thorough examination and an impartial opinion from a well qualified man, and the patient knew that I was not putting anything over on him by calling up the doctor in advance to tell him any of what he considered my side of the story. The agreement between the patient and myself was that if the doctor agreed with me he was to go back to work and settle the case. ~If the doctor did not agree with me, the pa tient would be given any treatment which the doctor might suggest as suitable in the case and the company would pay for the treatment. In nine years as chief surgeon for a railroad, under this plan I only ap peared on the witness stand twice, and both these cases were malinger ers and proved to be so by the testimony and the decision of the court. There are a certain number of malingerers and there probably always will be, but in fifteen year's X have found very few. I have found many who exaggerate their symptoms, but they exaggerate them on the same basis that a man puts a price on a piece of real estate and expects to get a far lower price. If he can get his price, he has made a good deal; if be cannot get it, he will take what it is worth and be satisfied. The whole thing resolves itself down in the end to the treatment of human beings (most of them only moderately educated and some of them completely uneducated) asTiuman beings and fellow men. There is no diffenenee between the treatment of a pauper and the treatment of a mil lionaire except that one can afford to be a little more brusque and not quite so considerate of a ^millionaire because he understands a lot of the complexities of life and his feelings have become calloused by his contact with life. ADJOURNMENT General Round Table September 30, 1925 ISAIAH HALE, Chairman Safety Superintendent, Atchison, Topeka & Santa Fe Railroad, Topeka, Kansas HEJ GENERAL ROUND TABLE, held in the Statler Hotel, Cleve Tland, Ohio, convened at 2:15 o'clock, Isaiah Hale, safety superinten dent, Atchison, Topeka & Santa Fe Railroad, Topeka, Kansas, presiding. THE NEED FOR MORE DEFINITE ANALYSIS OF ACCIDENT CAUSES Dk.. L. W. Chaney (U. S. Bureau of Labor Statistics, Department of Labor, Washington, D. C.) : We have by no means studied the causes of accidents with sufficient care, particularly the meaning of the analysis, which we already have, and so far as we have advanced toward greater definiteness, it has been so far, as I have observed, . the subdivision of that which has already been subdivided. Instead of laying stress upon the more definite analysis, which means as far as I can understand it, finer analysis, we ought to lay stress on what we do, and the causes as analyzed as we now have them. The main difficulty with studies of accident causes has . been that they have not been relates! as they should be to the amount of labor with which they are associated.^ We have piled up an accumulation of tabular statements of accident causes without ever getting their relation" to the people who suffered the accidents, and the fundamental capacity for use ful study of accident causes, as the relation of the amount of exposure to the accident as occurred. Then let me say, 'in my judgment, we do not need any more definite analysis of accident causes than we now have. Chairman Hale: We next follow .with H. W. Donald, district mana ger, Engineering Department, American Mutual Liability Insurance Com pany, Boston, Mass. = H. W. Donald: Mr. Chairman: There is a need, perhaps, of getting at the accident causes. We have accumulated accident statistics, but I think until we get to the worker, who is also a reasoning being, and get at the real cause, it will not be a great success. 91 93' Fourteenth Safety Congress Studying' Causes With Committees In this way the matter can be most advantageously brought out by studying the causes with a committee of workers, or officers, or the fore men, and bring out from them the real underlying causes. I have attended a great many safety committee meetings in plants and I seldom find that this question is fully discussed. I find that a very easy practice is to make impertinent remarks to bring out that the re sponsibility is on the men higher up, the foremen, or the manager of the plant, asking the question of what instructions were given to the worker, or asking the question ^about where the foreman was at the time of the accident, and why this injured man is such a dumbbell, or why the foreman hired him in the first place, etc. I feel that there are certain causes which we have not gotten down to: we have not gotten down to the fundamental basis, and we have not developed them into the minds of the workmen. I have several slides which touch upon several groups of industry. I want to show that handling of material stands out more in some than others. At the end, I .will show two blank forms which may be used sometime if we want to get down to the fundamental causes, such as the strains in handling material, or to find out whether the material is too heavy, etc. -- Mr. Donald presented his slides as this time. ChairjSIAjS' Hale: We next come to E. W. Beck. E. W. Beck (Supervisor of Safety, United States Rubber Company New York City, N. Y.) : I have had experience in the company which 1 represent of analyzing over 30,000 accidents a year, and we have hac this experience covering 30 factories, so you can imagine what a pleasant task that is. But I got no where in breaking them down in the classifi cation, of handling of materials, falls, etc. I had to break those down and when I got down to the analysis of them, I found that a large num ber of those accidents were from the handling of wire and metal tacks and not until then could I go to the manager and show him why it wai costing him that much money each year. I think that is what he ha. in mind, and he is in the right. Take the question of trucking. The same thing holds true there, have in my pocket an article that I drew up to show you conclusively in my mind, taking the same classification which I took for the sam year, the year 1924, that it was identical. But where is that getting me? Handling material, yes, 27 per cent thi year, and 26 per cent next year, and then the next year 25 per cent o 26 per cent. ^ The same way with your particular classifications. There Is anothe factor which I would like to bring out, the days lost, because to a certai: classification when you find out how many days are lost for the haj pening of this particular cause, you can always impress your factor manager, saying, "There are 123 men out due to a particular hazard' General Round Table 93 and lie will pick up bis ears immediately for he is interested in keeping the accidents down to a minimum. I do not think that the doctors or the nurses should fill out the cause of the accident. How many agree with me? All agree, and. not one doesn't. Now I don't say that with any disrespect for the nurse, for I have the highest respect for a nurse, because I have served time in a hospital. But I think you get my point, that an injured man is not going to tell the truth to a doctor or a nurse, as much as he may love the nurse. He is going to protect himself, the foreman, or some one else. So I say it is up to some one else. It is up to the foreman or the safety man, and I have had any number of cases where they don't get the causes. You have to dig down low and not until you do go down, are you going to get the cause, and it is mighty surprising some times what was the cause of the accident. They are not included in any of these classifications we have seen. Chaibman Hale: I see that some of you fellows are on the edge of your chairs right now, but in the place of E. J. Senne, who was unable to be present this afternoon, we will hear from Mr. Ray E. Miller, of Tulsa, Oklahoma. --- Purpose of Analysis Ray E. Miixer: The subject "The Need for More Definite Analysis of Accident Causes", I think depends on what use you make of the analysis. If the analysis is for the use of a doctor, he may want to know what part of the body is injured. If it is to be used for its relative purpose, that of preventing the reoccurence of the accident, it must go into de tail in order to tell you the whole story of the cause, and there is no analysis that can be too detailed to give you the whole story. The best part of a detailed accident analysis is where you use a regular form which contains in it the amount of detail which is forwarded to the investigator. I think the safety engineers, or the foremen on the job, or whoever it is from whom the report is expected, those men may not have the vision to get to the bottom of the accident unless they have a form or chart, and if iJaat form is provided, the success of the investi gation will depend on the thoroughness of the form. If your form forces the man to analyze the accident clear to the bot tom, and get all the events leading up to the tragedy, he will know some thing about the accident- and he will then be in position to prevent other reoccurrences. ~ If it is in a brief form, which forces him to study what the approxi mate cause was, so that any answer will do, or classification will do, he doesn't know, and you don't know, and no one else knows what the cause is or what you can do with it after you learn it. There have been thousands of forms prepared for the analyses of ac cidents, and each of them are different. I have studied quite a few of them but the big need is to get down to something that can be used throughout the industry. It will take a different form in each of the 04 jf'jourteenth /Safety Uongress several industries in the United States, but the entire personnel of in dustry should use the same form so that our national statistics can be gotten up and used in order that the amount of accidents studied -will properly reflect the true hazards in that industry. H. S. Moody (Rochester, N. Y.) : Do these analyses take in major ac cidents alone, or do they include minor accidents? In other words, does the analysis cover a man who cuts his finger? Do you fill that out in detail, the same as if the whole finger had been taken off? C. E. Sa-N'Key (National Tube Co., Elwood City) : Here is what we do. Every accident that comes in, we ask, "How does this happen?" We send them down to the hospital and we carry that through the same with the minor accident as with the major accidents, or the lost time accidents. I don't like to hear the word "accidents". Call them injuries, and you will diminish your minor accidents and lost time accidents. GETTING THE INJURED MAN BACK TO WORK H. F. Webb, General Safety Director, West Penn. System, Pittsburgh, Pa. "Getting the injured man back to work" is one of the fifty-seven varie ties of itches that perhaps causes the Safety Man to do more actual scratching than all other troubles put together. This particular, sore brings many anxious moments to the Safety Man, because every day lost from duty on account of the employee injury serves to increase the Severity Rate and seriously hampers progress in Safety work. The Severity Rate is the real indicator of progress and there is no Safety Man living who would fiot concentrate his activities towards eliminating this lost time impediment. All things that a Safety Man may do to prevent personal injuries quite naturally point to the elimination of accidents. Campaigns and the like calculated to produce "No Accident" records are designed toTbring this much desired total elimination. But in spite of all of the enthusiastic co-operation that is bound to be in stilled by these campaigns, the anxious moment to the Safety Man seems sure to come and then the problem of Getting The Injured Man Back to Work becomes acute. I do not intend to discuss this problem from the Pnblic Utility point of view for if there are any Public Utility men in this audience, they will recognize the hardships that are found in attempting to get imme diate personal contact with the injured man and the doctors at the point of accident which may or may not be at a remote corner in a far reaching power system. Further, it is almost out of question to expect a complete co-operation on the part of a hundred or more different doctors as compared to the doctors usually found in a single plant or in the near vicinity. There fore, I will refer back to my past experience particularly to the days spent in the service of^T large company and briefly describe my attempt at solution of this problem where the conditions were more or less ideal. The ultimate goal to which every Safety Man drives is toward the General 'Round Table 95 absolute elimination of time losing accidents and all men direct their ability In devising campaigns for interesting the employees to a point of 100 per cent co-operation, and the success of such campaign which should be continuous or perpetual would forever remove the worry or Getting the Injured Man Back to Work- But these campaigns although they all have good effect and bring about good reductions, in most cases are not completely successful by the fact of a single or maybe several tost time accidents creeping in where least expected. I recall very vividly a 90 days "No Accident" Campaign which was* staged on a large construction project where the record was entirely clear for 87 consecutive days. It was broken by the careless act of an employee who was too severely hurt to warrant his return to gainful duty with the thought of saving the record. Undaunted by this defeat the man started a similar campaign the day following the accident with renewed vigor and hopes, and once again met defeat on the 87th day bettering the previous record by two hours. You may rest assured that these two defeats were taken to heart by all of the workers on this job. But far from being discouraged, they started another campaign and this third attempt resulted in their accomplishing the much sought goal. Looking back over this remarkable campaign again I cannot help but believe that we could not have come near to the good results attained had it not been for the great enthusiastic and co-operative spirit on the part of the foremen and all men working on the job. But added to this was the wonderful assistance and the co-operative spirit shown by the entire hospital force located on the project in keeping me in constant contact with all cases of personal injury that came to the hospital doors for treatment. The phone on my desk rang many times during these campaign periods and the doctor surgeons on the job would state the case and whenever possible would allow the man's return to gainful duty. A good contact with the hospital attaches' should always he maintained for the matter of .getting the injured man back to work rests almost entirely with their decision of his fitness. Now we must discuss the cases of more serious character which re quire the man to lose time. The time that will be lost in the case of any personal injury depends^iot only on the recommendation of the doctor, but upon the calibre of man, and his enthusiasm and loyalty has eon* siderable to do with his early return to work. Experience has shown that the skilled worker and the old employees are given to an early return with but little coaxing on the part of the Safety Man and others, as compared to the lower class of labor. The skilled labor generally coming from the middle class appreciates his family responsibilities and is not likely to want a long layoff, if it can be prevented on account of the loss of money. The old employee is almost always loyal to his employ ers and very little trouble may be anticipated in getting his return to work at the earliest possible moment. The most serious of all is in encouraging the unskilled laborer, espe- cially the foreign type, to return within a reasonable time. This type of man is not particularly interested, in the ambition of the' Safety Man to maintain a good Safety Record, partially because he. does not entirely understand what it is all about. But I think sometimes he does not want to understand on account of the unfortunate fact of his belonging to several beneficial associations which together with his compensation causes him to earn more money by laying off on account of accident oi sickness, than by working. There are many cases of this kind and when all other schemes and pleas resorted to by the Safety Man for his return fail, it is sometimes necessary to force the issue. It is always good business for the Safety Man to gain a constant personal contact with all employees, as this friendship on his part with all men will reflect in the increased co-operation, enthusiasm and loyalty when occasion. demands that the matter of return to work be discussed with the injured em ployee. This problem will always be one to cause the Safety Man con siderable worry and about the only relief in sight is that the Safety Man bring about the elimination of unsafe working conditions and tha: he continually wage an. educational war against employee carelessness all of which will poinLtoward an elimination of time losing accidents. Chairman Hale: loit, Wisconsin. We will now call upon Dr. C. F. N. Schram, of Be r Dr. C. P. N. Schram: Nine hundred and ninety-nine cases out o every thousand, the men injured want to get back to work on account o that economic urge. I heard a man speak on that and he said that w< have no right to takeaway the economic urge from any man. The cases that give' us the most trouble are the cases where .a mai belongs to five or six ^different societies, where he receives benefits, an< usually he is receiving more money from these benefits than on his owi job. He has a doctor on the outside, and all' physicians are not honest Most of them are, but not all of them. He has some one who will sign that paper, saying that he is off 01 account of an injury or sickness, and the license of that doctor, win signs that paper. Is. as good as any other. The license of the plan physician is just exactly as good as the license of the local physiciai who is taking care of your cases, and it has just as good a standing b fore your commission. Unless this commission is composed of a body o real thinking men and men who will weigh the evidence, they are goinj to have things slipped over on them because these doctors are pretty gooi talkers and they are only being paid for visiting the man. There is only one ^answer and that is for you to have your plan physician, the man who represents you, a representative of the man als< and be absolutely honest about the matter. Also have your safety ma: a representative of the man, and in any way possible shut off that fun> that is coming in from the outside. Get hold of that society and sa3 "Some one is milking you. Take care of it." I thank you. Chairman Hale:- We will now hear from Roy S. Bonsib, Chief Safet Inspector, Standard Oil Company (N. J.), New York City, N. Y. General Round Table 97 DISCUSSION: GETTING THE INJURED MAN BACK TO WORK Roy S. Bonsib, Chief Safety inspector. Standard Oil Company (N. J.), New York City Getting the injured man back to work is largely a medical and legal problem involving technical. questions which I am not qualified-to dis cuss. There are, however, some aspects of the problem which, as a safety man, I am interested in, namely: (a) The influence of safety work on the relations between the em ployer and employee. --- (b) Cooperation between the safety dept., medical dept., claim dept, and foremen. . (c) The "special work" problem. id) Placing undue emphasis on making safety recor?^^ 1. The Influence of Safety Work on the Relations Between the Employer and Employee In considering the first aspect of our problem of getting the injured man back to work, it is highly important that a spirit of mutual con fidence and cooperation be established between the employer and the employee. This confidence can be built up by the employer in many ways, one of which is, providing safe working conditions and promptly correcting an unsafe condition which has resulted in an accident be fore the injured employee returns to work. The man who works in a safe place naturally has a more kindly feeling towards his employer and is more willing to Return to work than one who is surrounded by unguarded machinery and other hazards which have resulted or may result in injury or death. Therefore, a well-ordered and sensible pro gram of accident prevention has a real place in the solution of the problem under discussion today. 2. Cooperation Between the Safety Dept., Medical Dept., Claim Dept. and Foremen The second aspect of our problem is a most important one, for with out the fullest cooperation between the safety, medical and claim de partments and the foremen, maximum results can never be obtained. In deciding exactly when an injured man should return to work it should be remembered that what we are trying to do is reduce the loss to industry from accidents. This reduction depends, among other -o-things, upon the maintenance of a proper relationship between the safety department,' medical department, claim department and foremen. When an accident occurs there should therefore be a thorough investi gation by the safety department and the foreman to determine whether the case was really an accident and to obtain all the facts connected therewith. that may be necessary for the guidance of the medical and claim departments. The same investigation can provide the neces- 98 Fourteenth Safety Congress sary information for attempting to prevent similar accidents. Fu knowledge of the facts surrounding each case undoubtedly has a important bearing in getting the injured man back to work. In justice to all concerned, the plant physician should be primarii responsible for deciding when an Injured employee should return i work. It requires good medical judgment, experience with industrii cases and familiarity with the various occupations to determine whe it is advisable to return a man to regular or special work. Sometime it is more profitable for a man to be kept away from work, althoug in certain cases experience has shown that injuries, not severe enoug to make it necessary for the employee to stay in bed, will heal soon< if' the patient is supplied with the type of work suitable for his pa ticular condition. Under such circumstances, he is as a rule moi contented, does not worry about his condition so much and his fami and friends are not so much concerned and, what is fully as importan the man is with his fellow-workmen every day and retains an intere in his job. There are also legal phases which must be considered ar it is therefore essential that the plant physician and the claim depax ment keep in close touch with each other. Therefore, every industri; accident of any consequence is more or less' of a problem in itself, whit requires careful study by the plant physician and the claim departmei to assure satisfactory medical and financial results from the viewpoii of the company and at the same time do full justice to the employe 3. The "Special Work" Problem We now come to the third aspect of this discussion--:.he"speci work" problem. The term "light work'' should never be used in co nection with the returning to work of injury cases for the reason th; it immediately creates an impression that the injured employee given something to do of little importance, whereas, as a matter of fat partial disability cases can frequently be supplied with work which quite as important as their regular duties. We think that the ter "special work" is much more applicable. When certifying that a man is able to resume work in a case whe: the healing process is not completed, it is our policy for the doctor simply specify the work which the injured man should not do and tl period of this prohibition. The selection of the work which he shou do under these circumstances is left for the special consideration the employment department and the foremen, who are best qualified place the disabled man "So that he will have the least demoralizii effect upon his fellow-workmen and still be a producer. In selectir "special work" for an injured employee his physical and mental lin tations should, of .course, be considered. Likewise, the possible hazai of further injury involved in assigning a partially Incapacitated ei ployee to "special work" must also be considered. The work should 1 in his own department, if possible, and as nearly like his former woi as he is able to do and should be productive work. General Round Table 99 4. Placing Undue Emphasis on Making Safety Records Our final point involves the mistake frequently made in placing un due emphasis on making safety records. In our efforts to prevent ac cidents we so often become preoccupied with frequency and severity rates that we come to look upon them as ends in themselves, whereas they are only standards set up by us with which to gauge the economic loss involved in accidents- Since accidents do occur in spite of our best efforts to prevent them, the figures should, under no circumstances, be juggled to hide the facts, especially when the physical, well-being of the injured employee Is thereby placed in jeopardy. Oftentimes, in an effort to reduce accident cost men are sent back to work when they should remain at home or be in the hospital. Frankly, I have little use for the industrial physician who lets the people interested in making a safety record influence his best professional judgment as to when an injured employee may safely return to work. Prevention of accidents and not hiding the facts is the main job of the safety department and the greater the success of the former. job the simpler becomes the problem of getting injured employees back to work. Chairman Hale: We will how hear from C. H. Thompson of Roches ter, N. Y. C. H. Thompson (General Safety Supervisor, Eastman Kodak Com pany, Rochester, N. Y.) : If you can get the co-operation of the heads of the departments, such as the employment department, in order to provide suitable work for the injured man as soon as possible, I believe you can solve the situation somewhat. Even if the man only had one hand, if he can't get back in his department, perhaps there is work for him in another department. American industry is up against a problem in that we have a mixture of nationalities. We record the number of accidents that happen to a certain nationality, and IE making this analysis in one year we dis covered that there were 85 accidents, giving us a direct rate of 30. We analyzed that by nationality (and I don't mean the fellow who has taken out his nationalization papers, for that doesn't change his blood or hab its or anything else) and we found this: Italian, 81.1; English, 14.6; American, 29.7; others, 15.8. What was the remedy? We appealed to their national pride. We picked out two or three Italians, who had hazardous jobs, and some of these men were janitors who had jobs with little hazard, and we talked to these men and had them act as missionaries among their own na tionality. M. D. Moore (Worden-Alien Company, Milwaukee. Wisconsin) : There is one thing that has not been said, or discussed in this present discus sion, and that is the question of phychology. Personally I know nothing about phychology, but we have had two cases that have bearing on that fact. The one fellow, a ISerman, who had been run over by a crane setting, received an injury to his spine. He Is still in a cast and la pretty much in a bad way, and has been for two years. 100 Fourteenth, Safety Congress The other fellow was an - Englishman, who was injured by having a four-ton girder fall on him, which was enough to crush the life out of him, but it didn't. He received much the same kind of an injury as did the German. I went up to call on him on the fourth day after the accident and he said, "Hell, I have been in worse conditions than this,'' although his injury was identical as that of the German. It so happened that this Englishman had been in active service during the World War, and had- seen some of the thick of the fighting. Now if anyone can figure that out, I would like to hear from him. Chairman Hale: Can it be under-done, or can it be over-done, this question of getting the injured man back on the job? Visiting The injured F. A. Hooble (Atchison, Topeka and Santa Fe Railroad Company) : We have a man who has solved the problem. When a man is injured and he fails to show up, he goes and visits him. If he finds that that man is so injured that he is unable to do his work, he advises him to stay off the job, and makes noTattempt to bring that man back. But he offers all the encouragement he can to the fellow who is not injured so that he is unable to return to his job. The foreman -will .say that he can't get along without the man that the work in the shop is being held back .on . account of the rush of business, but the man is advised to stay at home until he is able to return to work*. This man, who has charge of between 140 and 150 men, has reduced the injuries down to the minimum. He visits the man in a kindly way, telling him that he is not to come in until he is able to come in, and sprains and head injuries are practically unknown in that shop. J. E. Walters: I would like to ask a question on this, regarding the rate of pay for special workmen. If a man being paid a reasonable high rate, when he returns tor the special work, pay him the same rate for the work he is doing. Is that correct? (Yes.) D. 'G. Phillips (Wabash Railroad) : Just a bit about safety records. I am going to have to differ just a little bit, and I will give my reasons in one minute's time. -- I believe that pride in a record is one of the things that will bring your men back to work. J believe it is one of the things that we should cultivate on every railroad, a pride in having a good safety .record, and I will tell you why. If you create pride in making a safety-record, you are going to have the men anxious to go to work, and anxious to keep that record board clear. ^ - I have found in going through our shops that have splendid safety records, and we have them on the Wabash, having gone 14 months with out a single lost time accident, just as soon as an unsafe condition exists, and is seen by the men, and just as soon as an unsafe practice is dis covered, the man who is working on that particular job is told, "Don't do that, you will break our safety record." They will tell him to get that thing fixed because it will hurt their own safety record they are fWt l ,-'W? ill .^.isas-jil^a,- '-laaiiH General Round Table 101 building up. If a. good safety record is the means of getting the men back to work it helps you and it also helps the men in the shop them* selves. I don't believe we can create too much pride in any shop in the records we are making. I played foot ball, and I played in the hopes of winning a victory. I- didn't do all of that training for the purpose of just playing the game. It was for the purpose of winning. I believe we do have a right to go all through our shops and all through our system and ask them to make a better record for the other fellow, when you know that it will break up unsafe practices. T Ror S. Bojvsib: I think the force of pride is one of the greatest forces in the world, but I don't believe we should sacrifice the man for the record. I do believe in pride. C. E. Sankey: May I answer two questions at once? This man said that he doesn't believe in taking a chance, and he visits the man and finds out if the man is able to return to the former position. We have a special rate and we make it whatever the special rate may be, probably 65 cents, and then we go to the superintendent and the superintendent signs that report, and from there it goes to the manager. It shows that the man has been transferred to this job, and then this report is turned over to the safety department. In answer to another question, you must all remember that you have men who have to work for their lives, and it is necessary that they must return to work in order that they can keep their families. T. H. Cabbow (Pennsylvania Railroad) : There is a great deal of dis cussion regarding malingering, and I might say that it is just the same as disregarding signals on; the road. I want to make it clear that men who are staying off from_work are in the same class as any other in efficiency. _ Malingering Now to demonstrate that, there is a case where there was malingering going on, and it was gotten after by the management. I took the record of 19 men who were 51 years old, who had 30 years service record, and I took the number of times they were injured, and it ranged from one to 19. It is perfectly ridiculous to think there was any susceptibility to injury, and the only answer to that is that some one is kidding you. The matter simply is this: The man in charge of the work must take the necessary action to get the man back on the job, and if you can't get him back on the job, then let him go. Dr. Newman (Aluminum Company): You safety men would hold yourselves responsible and get the idea that if you were on the job that accident wouldn't have happened. If you have a surgeon or physician in your plant, or one physician in your town who is responsible for ex aminations, etc., and if there is an injury or a man stays off from bis work, let the medical man investigate the case, and not the safety man. 102 Fourteenth Safety Congress I think the safety men should get that idea out ot their heads that it was due to neglectance on their part. E. Ross Fariea (U. S. Gypsum Company): I don't believe that any body has answered the question that Or. Schram brought up regarding: getting the fellow back to work who belongs to four or five societies, and who is making more money while oft the job than he is when he-is working on the job. I really don't think these men are malingering. I think they are staying off the job because they receive more money from these societies. It is not a salary that they receive from the societies, but it is a fee, and he thinks, "I don't think I will go back for a while." The question is, "How are we going to get that fellow back to work?" Db. Newscast: We have about every nationality under the sun in our plant, I think, and most all of them belong to lodges and societies ol various kinds, and if the plant physician absolutely refuses to sign a medical certificate, I think every society of any foreign nationality will take your word for it, and will take the industrial physician's word foi it and not your outside family physician's word for it. N. V. B. Ziegler (U. S. Aluminum Company): This physician whc was just on bis feet is connected with my department and I happen tc be responsible for the safety personnel. We have about 3000 employees at that one plant, and I want to saj this matter of getting the men back to work doesn't worry us a bit If you have a plant physician he is on the job every minute, and don' try and take it away from him. We all dovetail together in such s way as to solve that problem, so far as we are concerned, and I cal conscientiously say that it is no problem with us. Staxley N. Smith (Singer Mfg. Company): The professional acto was touched upon and I might say that he will fool the doctor some times. I have had some experience in that line. I think we need to g beyond the recommendation of the medical department in certain ii stances. CREATING AND SUSTAINING INTEREST IN SAFETY1 H. D. Herron, Chief Safety Inspector, International Harvester Compan; Inc., Chicago, III. In discussing this subject I shall assume that management, meanin the officials of the companies, large or small, is sincerely interested j safety. Our problem then is mainly one of creating and sustain!! a sincere and effective safety interest among the foremen, assistai foremen and their fellow workers. Much has been said of the important part'. the foreman plays accident prevention, and truly said. There is no one: in the industri organization better fitted for this job than the foreman; no one wl has more power in that respect, and therefore no one with mo direct responsibility. -- General Round Table 103 The foreman should be responsible to both the management and the workers for all accidents occurring in his department. If you expect to be successful in your efforts to reduce accidents you must, give him both the power and the responsibility. To be sure, general policies must be adopted by the management and the foreman must be checked up in various ways to let him know that you are interested and watching him closely. It is a great mis take to draft a definite accident prevention program, hand it to the foreman, say: "There is what you must do to stop accidents in your department?" and let it go at that. In the main, managerial efforts should be concentrated on making the foreman understand clearly and completely that safety in his department is his job, and that the function of safety inspectors and the safety department is to assist and advise him. By so placing this responsibility and by putting forth proper pres sure you will stimulate foremen to devise new and striking methods by which they can create and sustain the safety interest of their employees. -- Prize for Safety Symbol Results in Unique Features It bas been suggested that several specific examples of such methods in actual use be given, and in order to do this it will be necessary for me to refer to some Harvester Company methods. Time forbids <% review of all the many effective plans inaugurated and adopted by our foremen and supervisory force, but brief mention can be made of a few unique methods in use in some of- our plants. Early this year one of our works offered a cash prize for a safety symbol. The winning device was a life sized picture of "Kit," placed at the main entrance of the plant. "Kit" is a small red mule that has been used for general hauling purposes around the yard and foundry of this plant for the last fifteen years and is the pet of almost every employee. --. Kit's picture is divided into twelve sections representing the twelve departments of the plant. Each of these is divided into twelve smaller sections representing the months: Smaller drawings are also placed n each department. For: each department operating a month without u lost time accident, one of the smaller or monthly sections is blocked in with red. For each lost time accident in any of the departments a section is filled in with black. The object, of course, is to have a red mule at the end of the year and not a black striped "Kit." As you will see, there have been five lost, time accidents during the first eight months of this year. However, this works, with an average of 300 workmen, has bettered its accident record in the first eight months of 1925 compared with the three previous years by 95 per cent. Spokes in Wagon Wheel Show Monthly Records *At another plant, a wagon factory, a wagon, wheel was chosen as the symbol for the entire! plant. This wheel has twelve spokes, one for 104 Fourteenth Safety. Congress each of the twelve months. For each month without a lost time act dent a good spoke is driven, and if there were to be an accident, tl scheme called for a broken spoke. Through the sincere efforts of tl superintendent, foremen and council members, and through creatir and sustaining this same sincere interest in safety among the 1! employees, the plant went through 1924 without a single lost tin accident. *At a general get-together meeting last January, one of the pla artists exhibited a bulletin showing four wagon wheels. One wheel w. shown as perfect and it was the objeet to go after three other whee like it. This plant has gone through the first eight months of 19: without a lost time accident and we are all hoping and praying that will be able to set up a second perfect wheel at the end of 1925. Tb plant has bettered its accident record by 100 per cent. At another and larger plant, employing approximately 2700 men ai engaged in the more hazardous work of industry, they have adopt* what they call a "Safety Flag." This flag is a white pennant, three fe by six feet, bearing the legend "Safety" in black letters. It flies at tl top of a 32-foot flag pole just inside the main entrance. That is, it fli there if there lias been no lost time accident the previous day. Whe ever the flag is bare, every employee knows that the day before h been marked by at least one lost time accident. At the base of tl flag staff is a large Jiulletin board which tells the accident prevent! story in detail, day by day, and month by month, for the whole yes This pennant was hoisted on Wednesday, March ISth. During t! remainder of March the pennant was flying for 13 days out of 14 da: During April, 25 days out of 31 days; May, 23 out of 31; during June, days out of 30 days; during July, 28 days out of 31 days, and duri: August, 28 days out of 31 days--a total of 137 no accident days out of possible 168. The works has improved its accident record for the fli eight months of this year compared with the average of the past thr years by 80 per cent. Safety Flag Has Impressive Effect on Workers An employee at this works, who is,a member of their works count expresses very clearly, I .think, the opinion of the majority of the 27 men at this plant regarding this flag. He said; "In my opinion it the most impressive and expressive reminder that has been devis as far as arousing the safety spirit of. the men in this plant is c< cerned. I became convinced of its merits as a. symbol of safety a f< days ago. On returning from the restaurant after lunch, accompani by four or five other men, as we were passing the flag pole we instinctively looked up and saw the flag was missing. There was a ho and silence for a few moments, then one of the men said: `Some pc fellow was injured yesterday." There seemed to be a touch of solemn in his words. The mystery as to who was injured and how badly ms Its impress, and we all felt that whoever suggested this flag idea h advanced the cause of safety very much." General Round Table 105 "Kit tlie Red Mule," "The Perfect Wheel" and "The Safety Flag"-- these are fair examples of numerous devices developed under the theory and system I have mentioned--the system of safety responsibility among foremen. 1 These symbols have a very high, educative value in spreading and sustaining safety interest among the employees. They help our men to visualize day by day the results that may be achieved by a sincere and practical program sincerely and practically carried out. . Chairman Hale: I,. G. Bentley is next on the program. L. G. Bentley (General Safety Agent, Chesapeake and Ohio Railway, Richmond, Va.) : We believe in setting up a definite objective and the following of that objective, and the following of a definite system of at tack in reaching that objective. We have had safety campaigns in our shops, which, as the chairman has read to you in this bulletin No. 67, the benefits of those are unques tionable because they are sometimes like taking a page from the book of . experience in this respect. The railroads a year ago last June, at Salt Lake City, united in a definite objective, and that objective was to make a reduction of 35 per cent in all accidents, hot in one month, or two months, or three months, but at the end of the year 1930. We believe that in attaining that definite objective we will so finally fix the habit of safety in the minds of those who are to reach that objective that it will maintain favor. I was impressed by what Dr. Chancy said, that we do not need more definite analyses, but ve heed to bring our investigation to the job where the accidents occur (the injuries, excuse me) and with that idea in mind, together with, publicity and education, we are going to bring ourselves to the goal of 35 per cent in accidents in 1930. You are all aware that all accidents are analyzed by the Interstate Commerce Commission. The railroads are required, and do investigate most carefully all accidents and the -accidents are classified, and it is on the basis of these analyses of the accidents that occur on the Ameri can railroads that we are going to pass that particular analysis as it applies to certain classes of accidents, down to the foreman, if you please, who is in charge of the job, and in charge of the men where these accidents occur. We believe that he is the gentleman who can bring the benefits of this analysis to the men who are subject to the hazards, and we believe the benefits- are going to be twofold. I thank you. Chairman Hale: We will now hear from Mr. J. A. Voss, Safety Di rector, The Central Steel Company, Massillon, Ohio. CREATING AND SUSTAINING INTEREST IN SAFETY J. A. Voss, Safety Director, The Central Steel Company, Massillon, Ohio The safety business is not unlike any other line of endeavor in that il it is to be a success it^mnst be properly managed and advertised so as to keep it up-to-date in every respect in the same manner as progressive 106 Fourteenth Safety Congress manufacturers keep their products advertised by constantly pin ws twji to improve them. So it is with the safety movement, you must a4N ii-risi it to the extent that a man will walk a mile to be safe as easily s ke would walk a mile' to buy a certain cigarette. Unless the safety man is continually planning and developing soroertotnc interesting for the safety meetings they will in due course of time be come a matter of routine; without interest or enthusiasm, and a* soon as they become disinteresting your accident chart will start to dimb. Every safety man should consider himself first, a sales manager and second an advertising manager, and then should keep his products, which are, the minds of every employee, trained to think and practice safety. Safe Practice Pamphlet No. 67 issued by the. National Safety Council on the subject of Maintaining Interest in Safety, gives a detail outline of the various ways that this work can be carried on effectively and how to start a safety campaign, but to maintain it in spirit and with enthu siasm, requires the greatest effort. It is after the band stops playing and the parade is over that honest thought must be given the subject. I will mention a few of the things we do at our plant to keep the safety movement active. We hold a luncheon meeting every week of department heads where the opening subject is "Safety First." The safety director reads his report, a copy of which is furnished everyone present. All ac cidents causing a lossTof over ten days time are thoroughly discussed. After the report is discussed, the chairman asks every department head what, if anything, he has to offer for safety. A report showing the monthly standing of all departments and the standing for the current year is also submitted at the third meeting of each month. I find that these reports are of great assistance in keeping department heads enthused in safety work as they are always curious to know the standing of their respective departments. If a department has no lost time accidents for a month the vice-president in charge of opera tions writes a complimentary letter to that department head. I find that these letters create great interest, some deparments having placed them where every man in the department can read them. These are a few of the things that we do to keep safety before department heads. Safety Committees Hold Regular Meetings Now for the foremen and workmen. We hold regular meetings of oui safety committees and jt is in these meetings where safety is kept alive or buried, depending entirely on the way they are conducted. We reac the same reports at these meetings as are read at the meetings of depart ment heads. Recently, we made a ruling that every man who is injured to the extent that he is required to lose one or more days time that tht chairman of the safety committee must bring the man to the first safety meeting after his return to work. These men explain at the meeting hov they were injured and what they are going to do to prevent recurrence iof a similar accident in the future. We find that these men return t< General Round Table 107 their work: and tell the hoys working with them what they were required to do at the meeting. In addition, we have bulletin boards, a general safety committee, re habilitation committee, plant magazine, regular safety inspection trips, etc., as outlined in safe practice Pamphlet No. 67, which, I believe, should be reviewed by every safety man occasionally as it will be of great as sistance to dress up tbe old ideas and present them in such a way that they appear new. If interest in safety is not sustained at all times the safety department is generally at fault for not formulating a plan to maintain interest and enthusiasm. The real live safety man of today must keep abreast of the times if he expects to continue to show a reduction in accidents and must keep his work alive with "stunts" of his own selection as time goes on, otherwise his work will become "stale" not only to himself but also to the depart ment heads, foremen and workmen. Chaibman Hals: We are now ready for some one-minute discussions. J. D. White (Illinois Central Railroad): I am not going into any detail, but 1 want to mention one of the best safety kinks we have found on the Illinois Central and if you. want to know about it, I would suggest that you write our master mechanic, H. L- Needam, Springfield Division, Clinton, 111., and he will send you a picture of it. That shop at Clinton ordinarily works 600 men, and they have had only two lost time accidents this year. Using a Clock L. H. Cotton (Walroth Manufacturing Co.) : I wish to say, gentlemen, that in our plant at the entrance we have a large clock, which has a face with a diameter of about four feet across it. This face is numbered from one to -twelve, the same as the face on your watch, and if we have a lost time accident, we move the hand. of that clock to one, and if we have another accident we move that clock hand to two. I will cite you an instance which happened last week. One of the men in one of the departments had two fingers on his right hand cut off at the second joint, failing to stop his machine before adjusting the ma chine. I moved the clock hand to one. Underneath that clock we have a; large blackboard about the size of that board over there, and I wrote; on that board the cause of the acci dent, right after No. 1. I wrote on that board: "MAN FAILED TO STOP HIS MACHINE BE SURE AND STOP YOURS" and underneath the word "yours" I put a heavy line. In passing through the plant the following day, the inquiries were made of me by various employees who the man was, how the accident happened, what the nature of the accident was, etc., and. everybody was interested to know just how the accident happened and how it could have been prevented. 108 Fourteenth Safety Congress The man who had been injured had operated the machine for seven teen years, but he was injured nevertheless. THE BEST SAFETY KINK I HAVE KNOWN E. G. Quesnel, Safety Engineer, Commonwealth Steel Company, Granite City, III. This topic, to me, resolves itself into almost a personal experience, for the things that impress one the most are those that have been actually tried out with successful results. Such, experiences in industrial safety usually come through personal contact with men. It is my impression in conducting industrial safety that the safety department in a plant should not only act as a transmitter of safety information and progress to the shop, but should be a good receiver as well. Therefore, the ex perience that I have had during the past year to be of value must, to my mind, touch on both sides of this communicating system. First, let me call your attention to the transmitter, or the safety de partment, and its contact with the shop. As a matter of illustration, w will take the colored employees, from a safety educational standpoint Many of you will remember that thei discussion, at the last Congress in Louisville indicated that the colored employees were a difficult class to interest in industrial safety and to many they were a real problem I, having heard so much about this, was inclined at first to accept it until I tried an experiment in our plant. Shortly after'my return from the convention, I called a representativ* group of some six hundred or more of our employees together and tolc them just what I had heard at Louisville, then put the question squarely up to them. "Is this true?" They, of course, did not admit it. The nex step, I told them, was to prove it--which they immediately set about t< do. They organized "The Safety Boosters' Committee" to help their owi colored safety committees. They held open meetings in the Colore* Y. M. C. A. of St. Louis at night on their own time and arranged thei own programs and entertainments; and then invited plant officials an* members of the safety department to come and talk to them along wit! other outside speakers^ on safety and fellowship. They discussed their own problems, asked for information, and workei out safe practices which were tried out under actual working condition on the job. The result was that over at the plant, some ten miles awaj accidents to colored men began to decrease. They compared their recor with past experiences and' seemed to work harder as results were bein obtained. In fact, they set the pace in their accident prevention wor for all other employees, for they went over the top during March, 192 without a lost-time accident to a colored man in the plant; and now a accident to a colored man is an exception rather than a rule--as it use to be. As an outcome of their activities, this year the St. Louis Safety Count is to hold its first colored conference for colored men of all industries t General Round Table 109 get together and learn more about industrial safety. It seems to me that the. transmitter of this .safety kink which connected Louisville, the safety office and the plant, came through with the right kind of message. Now for the receiver, our connection from the shop to the safety de partment. As an illustration in this case, I shall take the foundry and core room nails--a mechanical problem, assisted by educational work. All of. us who are engaged in foundry work; know that millions of nails are used in making cores and molds for the foundry, and it has at times been a real problem to us to keep these nails where they belong in order to prevent nail accidents. We have always felt that there was a way in which to overcome this hazard and not interfere with the efficiency of the work, and the'shop started in earnest to help us solve it. Rules were established for the handling of nails. Two places only--in the core or in the bucket--or in the mold or in the box. The first sign of progress was noted when we got the men to talking and thinking about this con dition, then came the reaction, and the response came from the shop. Mpn using nails were more careful and from among them came a checker one day into the safety office with the thought that if we would cut the points off of the nails it would make them more safe. We immediately tried this experiment. It worked. The manufacturers advised that they could furnish nails with blunt ends without additional cost. We ordered ten kegs--they worked. Our next order was for three cars--and they worked. Then our purchasing department was instructed to buy only nails with blunt ends for foundry and core room use. The result of this has been the elimination of nail accidents in our foundry and core departments, and I can truthfully say that since the arrival of the first large shipment of this new type of nail in June, we have not had one nail accident in the past four months. This record speaks for itself. Supervision by the foremen--active interest on the part ot the men--and a wise suggestion from the shop--accomplished this. The safety department being willing to receive as well as to send, the communicating system of our industrial safety work has functioned 100 per cent, and to me this represents the best safety kink I have known during 1925. 1^7 Chaikjiax H.vue: R. G. Adair is the next speaker on the program. R. G. Adaik (Supervisor of Safety, The American Rolling Mill Com pany, Middletown, Ohio) : We came upon our best safety kink almost by accident in the month of March, this year. We wanted to make absolutely sure that every last man in our works was getting the information that he should have on the, very few rules and regulations that we hold in force there. Those rules are of this kind: We have a sign that tells the man what to do if he must go on a crane runway, and we have a rule on the flagging of cars on which he may be working, and rules such as that. Previously we talked to the foreman and to the men, and we felt rea sonably certain that we were getting most of them educated, but we wanted to make positively sure, so we adopted a new scheme, and that 110 Fourteenth Safety Congress was to get bulletin boards, placards, etc., and do everything we could in the way ol advertising in order to get this information down to the last man. This scheme worked, and it worked remarkably well, and because of that reaction we went a step further. Special Campaigns We planned special campaigns in which we could emphasize some ooe phase of the accident prevention plan each month of the year, and they have been very successful so far. Our April subject was "First Aid.** and we took special time for that in order to have large classes for particular work. Also the medical department had a chance to sen their services to the organization in the use of placards, and other means. We then jumped to the personal safety devices and we got placards out on that and posted them all over the plant. They had reference to the proper use of goggles and when to use them, etc., when and when not to use gloves, and things like that which had to do with the man's personal safety. - In the month of June fe had an influx of new employees and we then devoted our efforts to that important subject'of personal safety to the men. We worked withf the employment department first, the medical department later, and we held special meetings with the foremen with regard to the proper introduction of the men to their various jobs, and we feel that that is the best time to put forth our efforts along these lines. Chairman Hale: We will next call upon H. G. Hensel, Safety Di rector of the Youngstown! Sheet and Tube Company, Chicago, 111. THE BEST SAFETY KINK I HAVE KNOWN H. G. Hensel, Safety Director, The Youngstown Sheet & Tube Co., -- Chicago, HI.I I think it is pretty well agreed between all who are vitally interested in safety that the foreman is the "Key Man" and we must depend upon him to a large extent to sell safety to the men. With this in mind, and in conducting an extensive program of safety meetings, we concluded it would be of great importance to have each foreman talk to his men at the safety meeting held in his department. We felt certain that a word or two from the foreman! about safety and coming from him as orders direct to the men would be of'more value than many safety talks given by our safety inspectors. _ We found, as perhaps many of you have, that most foremen are re luctant to talk at meetings, their reason, being that they are not public speakers--that they are not employed for that purpose--that they are too busy with other problems--and many other reasons too numerous to mention. We knew that if we could just get some of these foremen started to talk at a safety meeting that the value of what they had to General Round, Table 111 say would be immeasurable and that the battle would be half won. but the problem was how should we get them started. We first thought if the foreman, was given a week's notice he could be prepared to talk at the next safety meeting of his men, but we found that when the time came he always had excuses. We then hit upon the plan of waiting until the day and time of the meeting and then we handed the foreman a sheet of paper on which we had written a few pertinent items concerning accident prevention in his department. He agreed with us that these were very important and we asked him to get up and tell his men in his own. way what he wanted done about these matters and what his orders were. We advised him he could be Just as brief as he wanted to, and that the balance of the time for the meeting would be filled in by the Safety Inspector. The next week we handed this foreman a few more notes, and repeated the same performance for several weeks. In a very short time, in the case of almost every foreman, we found that they were soon willing and prepared to talk at every safety meeting. In- other words, I believe that, we started these fellows to thinking `'SAFETY" and they could not get on their feet and talk Safety without thinking about it, even though the actual jwords were almost put into their mouth the first few times. This practice has worked so well that I recommend it to anyone who desires to Increase the value of their safety meetings. There is another "Safety Kink" which is not at all new but a very valuable one in the prevention of accidents, and that is the safety lock and -tag for electrical switches, gas and steam valves, etc. I believe that an analysis of the accidents of any large industrial works will show that many accidents occur due to someone starting machinery, or turn ing on the power, gas or steam, when someone was working on same. Investigation will usually show that the party who threw in the switch or moved the controller was not entirely to blame. He probably had no reason to believe that anyone was in a place of danger. We, like many others, have used the "'Danger--Do Not Move" sign without a lock but we found it too easy for the sign to be improperly placed or removed and I am firmly convinced that the lock icith, ta'g is the only real safe method. I think it removes, to a large extent, the human element which is so often met with in other systems for the prevention of accidents of this kind.. I will not go into detail about the lock and tag systems as there are so many different kinds of locks which can be used and it is up to each Industrial Organization to find the one which best suits their needs. Chairman Hale: We will now hear from Mr. K. M. Bradley. K. M. Bradley (River Works, General Electric Company, West Lynn, Mass.) : I have a chart here which shows the property plan of our works. I don't suppose you can see it very well from where you are sitting, but there are a series of colored pins here which we stick into this chart, and the chart is divided up into various parts, dividing the injuries up, such as infections, sprains, amputations, etc. wsfeia*-; :/ 112 ' Fourteenth Safety Congress These colored pins are used to tell the nature of the injury, and they also tell you in "which department that accident happened. I don't care whether it is a minor accident or a serious accident, you put your pin in this chart just the same, and you would be surprised the interest this chart attracts. This happens to be a chart of our River Works plant at Lynn, and there we had a numbef of eye cases. We tried to discover the causes for it didn't seem, to be from emery. We finally discovered that it came from the force draft, and we corrected that. In one of the other plants we discovered 'that it was coming' from dust blowing in from the rail road, and perhaps the man that owns the railroad is here so I won't name the railroad. These colored pins represent the following injuries: Blue, infections; dark blue, sprains and strains; yellow, fractures; brown, amputations; green, lacerations; orange, eyes; black, fatal; red, miscellaneous. We have this chart divided up into departments, and the plant divided up in this way, the workman or the foreman can tell immediately in which department the accident occurred and also tell the nature of the accident. Have a plan of your plant drawn up like.this and divide it up into departments, carrying out a system of this kind, and I believe you will find that it creates a great amount of interest and will be a means of reducing a great many accidents. . I thank yon. Mr. Waszer (Canada): We give our workmen something positive to do. We issue a little pad to the workmen in the twelve departments and also to the foreman. The foreman selects two of his men and they are required to fill out that pad on, "What have I seen today?" These reports go back to the inspector and records are made of them, and if the reports are any good they are acknowledged, and the things are immediately looked after. That is giving the workmen something special to do and they see that he does it. ADJOURNMENT Annual Banquet September 30, 1925 . GEORGE M. GRAHAM, Toastmaster Vice-President, Chandler Motor Car Company, Cleveland, Ohio E FOURTEENTH} Annual Banquet of the National Safety Council, t the Hotel Statler, Cleveland, Ohio, was opened by C. B. Auel, President, who read messages of good will from Herbert Hoover, Sir Wil liam' Hicks, Home Secretary, Great Britain, Canadian National Safety League, French Association against Accidents, Institute for Prevention of Accidents, Italy, Wood and Iron Workers Assn., Germany, Albert L. Beach, Mayor of Kansas --City, American Gas Association, American Society of Mechanical Engineers. PRESIDENT AITEL: It is likewise customary to announce the elec tion of officers and committeemen, and I have pleasure, accordingly. In announcing the Executive TJommittee and the officers. President, Charles B. Scott, Bureau of Safety, Chicago. Vice-President, Charles E. Hill, New York Central Lines. New York. Vice-President, A. W. Whitney, Nationel Bureau of Casualty and Surety Underwriters, New York. Vice-President, David Van Schaack, Aetna Life Insurance Co., Hart ford, Conn. -- Vice-President, Lew R. Palmer, Equitable Life Assurance Society, New York. ~ Vice-President, Major Henry A, Reninger, Lehigh Portland Cement Co.. Allentown, Pa. Vice-President, C. E. Pettibone, American Mutual Liability Insurance Co., Boston, Mass. Vice-President, C. B. Auel Westlnghouse Electric & Mfg. Co. East Pittsburgh, Pa. Vice-President, L. A. De Blois, E. I. dii Pont de Nemours & Co., Wil mington, Del. Treasurer, H. M. Webber of the Illinois Bell Telephone Co., Chicago, Managing Director,. William H. Cameron, Chicago. EXECUTIVE COMMITTEE Harry A. Adams, Union Pacific Railroad Company, Omaha, Neb. C. B. Auel, Westinghouse Electric & Mfg. Co., East Pittsburgh, Pa. 113 114: Fourteenth Safety Congress W. F. Austin, W. E. Wood Company. Detroit. Micb. E. W. Beck, United States Rubber Company. New York City. W. H. Boyce, Pittsburgh Railways Company. Pittsburgh, Pa. Lewis A. DeBlois, E. I. du Pont de Nemours 4b Co_ Wilmington, Dela. G. T. Hellmuth, Chicago, North Shore ft Milwaukee Railroad Co., Chicago. -- Charles E. Hill, New York Central Lines, New York City. Walter G. King, American Optical Company. New York Clty. G. A. Kuechenmeister, Dominion Forge * Stamping Company, Walkerville. Ont. Frank J. Mayer, Wisconsin Telephone Company. Milwaukee. Wis. Harold T. Martin, The Fisk Rubber Company. Chicopee Falls, Mass. T. H. McKenney, Illinois Steel Company, South Chicago. 111. Homer E. Niesz, Commonwealth Edison Company, Chicago. Lew R. Palmer. The Equitable Life Assurance Society. New York City. W. G. Peacock, Northern Paper Mills. Green Bay. Wis. C. E. Pettibone, American Mutual Liability Insurance Co., Boston, Mass. Henry A. Reninger, Lehigh Portland Cement Company. Allentown, Pa. G. E. Sanford, General Electric Company, Schenectady. N- Y. Charles B. Scott, Bureau ot Safety. Chicago. E. j. Senne, Vacuum Oil Company. New York City. C. Howard Stewart, LaClede Gas Light. Company. St. Louis, Mo. A. J. Van Brunt. Public Service Corporation of New Jersey, Newark, N. J. David Van Scbaack. Aetna Lite Insurance Company. Hartford, Conn. A. L. Watson. Hooker EkctrMh9nieil Company. Niagara Falls, N. Y. Harry M. Webber. Illinois Sell TdqftOM Company. Chicago. H. G. Wiberg, Lumber Mutual Casualty Insurance Co. New York City. A. M. Williams, Chrysler Motor Owyoatton. Detroit. Mich. A. w. Whitney, National Bureau of Casualty 4k Surety Underwriters, New York City. The selection of a PnsUon to Ini you is your large affairs during the coming year fell upon a man who ha* been known to the members of the National Safety Coaucil itoee it* organisation in 1913. He has served the Council la every office except that of President, so that our choice very naturally talk upon him. He i* nationally known. His accomplishment* through hfts own iadmaritl affiliations, as an officer of the accident prevention committees of national associations, and in every office be has filled for the National Safety Connell have shown not only wonderful work, hut they entitle him to your loyalty and re spect. I have great pleasure in presenting to you your next President, Mr. Charles B. Scott. General Manager of the Safety Bureau, which is the safety organization of the Insult Public Utility interests. (Applause) Annual Banquet 115 RESPONSE OF PRESIDENT ELECT CHARLES B. SCOTT MR. CHARLES 33. SCOTT: Mr. President, Ladies and Gentlemen. There is no greater tribute than genuine approval and commendation, for individual contribution to the purposes of a worthy cause. When that cause concerns the welfare, the happiness, of the. citizenship, there is no greater responsibility than being charged with its guidance and direction; The honor you have conferred upon me is worth the price to be paid in responsibility and the service that goes with it. The full measure of happiness in this expression of your testimony and confidence will be met at the end of this administrative year if I may succeed in accomplishing the work that has-been imposed upon me. The history of the Safety Council in the past has not recorded nor will the future recite the wisdom or the genius of any one man or of a few, but the untiring efforts of each, of you. I accept the honor you have given me with the determination to give it my very best efforts and my prayerful interest. I shall expect like efforts and like inter est from you and your wise counsel, by which X shall always be guided. I thank you. (Applause) PRESIDENT AUEL: An Englishman had been trying for many years to break into high society in his home town, without success, but finally he received an Invitation from the elite of his neighborhood to attend a fancy dress ball. He accepted the invitation, and consulting a professional costumer, was strongly advised to appear as an old Roman senator. Being duly impressed, he purchased an outfit, toga, ribbons, sandals, etc., which he took home with him and commenced practicing so that he might feel at home and appear to the best advantage at the ball. Unfortunately, the night of the ball was cold and stormy and his costume being light and airy, the result, as perhaps a musical critic might say, was not what could be called a harmonious ensemble. How ever, the Englishman managed to contain himself until another old gentleman at the ball, who prided himself on being somewhat of an antiquarian, approached and said, "Pardon me, sir, but are you not Appius' Claudius?*.' "NoJ** replied the old Roman senator, "I'm miserable as hell." Like all presidents, upon the completion of office I am of a retiring disposition, so that having to preside at or to participate in banquets and meetings at the rate I have done this week, I feel quite like the old Roman senator, notwithstanding the audiences have all been my friends. It is with a feeling of relief, therefore, that I now cease my duties as presiding officer of this meeting and Houdini like, make a quick change in full view of the entire audience, casting my mantle around our Toast master, Mr. George Graham. I am sure' your reception of him will make him feel like the old Roman senator, but in his Appius* Claudius mood. Mr. Graham has traveled the long road of success, commencing at 116 Fourteenth Safety Congress first on foot as a newspaper reporter, but later trayeling largely, by automobile to bis present position as Vice-President of the Chandler Motor Car Company. He has constantly seryed and; Saved the public on his way, naturally in the direction of highway traffic. ' ......... THE DIVIDENDS OF SAFETY Carl R. Gray, President, Union Pacific System, Omaha, Nebr. The safety movement on railroads was started. I believe, about 1905, by the late Ralph C. Richards, general claim agent of the Chicago & North Western Ry. Co., and past president of the National Safety Council; but I understand that the United States Steel Corporation started a similar movement at the same time, neither the Chicago 4k North Western nor the Steel Corporation knowing of the action of the other. It would be unfair, however, to say that only within the last twenty years have rail roads taken any important steps to obtain safety of operation. As far back as 1833, George Stephenson of England made the suggestion of the steam whistle on the locomotive as a means of preventing acci dents. A musical instrument maker in Leicester was engaged to make It. The trumpet or horn, as it was called, was about eighteen inches long and sis inches across the bell, and apparently had a weird and ef fective sound, as it is said that the Reverend Sydney Smith, a witty divine, was wont to say, "Stephenson's whistle always reminded him of the squeal of a lawyer when the devil first got hold of him." In 1S51 the first telegraphic train order was issued by Charles Minot, General Superintendent of the Erie Railroad. Previous rules for train operation were issued, however, and some little time ago I saw a set of rules governing train operation oh one of the Southern railroads, along about 1845. Trains were differentiated as "Up-trains" and "Downtrains"; the Up-train being of superior direction. The Down-train was required to wait at a time card meeting point for two hours and an Up-train for one hour. After waiting for this length of time they were allowed to proceed--Up-trains being required to whistle practically con tinuously and the Down-train was required to stop at each mile post and listen intently for the whistle of the Up-train. Where trains met between turn-outs, the one nearest the turn-out would back up--grade and weight of train to be considered, but in reaching this latter determi nation. the engineman was not to be consulted. In 3S6S the Westingbouse airbrake was successfully applied, and ir 1870 its adoption was begun. In 1SS3 standard time was adopted on United States railroads. to this, as many as 48 standards of time were recognized. Prioi Annual Banquet 117 In 1885 the first test of the automatic coupler was conducted under the auspices of the Master Car Builders' Association. In 1893 there was passed a Federal Safety Appliance Law, requiring power brakes, automatic couplers, side and end hand holds, "for greater security to men in coupling and uncoupling cars." In 1903 the first steel passenger car was constructed. The first signaling was before the Christian era--the Bible says: "When Moses held up Kis right hand, Israel prevailed." The earliest form of block signaling was operated in England long be fore the telegraph was invented. At each station was erected a high mast on which a huge ball could be raised and lowered. When a train left a station the ball at that station was raised to the top of the mast. In this way the trains were authorized to proceed from one station to the next: and this is where the term "High Ball" (not a beverage) used in present day railroad parlance, originated. Prom this system was later (about 1863 or 1864) developed the manual controlled block system, by which spacing was accomplished by tele graphic signals, between contiguous stations and entirely independent of any other method of protection. The controlled manual system variously known as the Staff, Tablet, and Lock and Block, was first used in England in 1874 and in this country on the New York Central Railroad in 1882. The first automatic signal system using electric track circuit and a disc type of signal was patented in 1870 by Dr. Wm. Robinson, an Ameri can, and installed for the Jirst time in 1872 at Kinzua,- Penn., on what is now the Pennsylvania Railroad. Thus it will be seen that, despite the absence of any organized safety movement, railroad officers, locomotive and car builders and railway sup ply manufacturers were continually experimenting to discover things which would make for safety of operation. When railroads were new, it was the passenger, and the passenger alone, for whose safety any fear was expressed. Discussing a projected railway between London and Woolwich in 1829 whereby it was proposed to shorten the time by stage coach one-half, the Conservative Quarterly Review declared: "We would as soon expect the people of Woolwich to suffer themselves to be fired off on one of Congreave's rockets as to trust themselves to the mercy of a machine going at such a rate." Passengers on Train Safer Than In Their Own Homes Today the situation is just reversed. So safe has railway travel become that a railway passenger is considered to he in a safer place than in his own home, and many times safer than at a busy street crossing of a modern city. Our greatest problem is that of protecting from injury, not 118 Fourteenth Safety Congress the passenger nor the train employe, but the occupant of an auton at a highway grade crossins. It seems that on railroads the Safety Movement, as such, has dir its attention more to industrial accidents in shops, stations, roundhc and tie treating plants, than to matters of collisions, derailments, and explosions, these questions being the subjects of inquiry and res before the birth of the safety organizations. I am mindful of the that our safety officers on railroads do concern themselves with matters now, but they were not subjects initiated by them. The colli matters of hygiene and sanitation are also covered by many safety o: rations. When the safety movement was started It had to overcome a grea of prejudice. Mot only many of the employes, bnt some of the 1 officers said that the whole thing looked to them like a huge Slosson. in his "Creative Chemistry", says: "In all ages ridicule has been the chief weapon of conservatisi yon want to know what line human progress will take in the future the funny papers of today and see what they axe fighting. The sat every century from Aristophanes to - the lateist vaudeville has directed against those who are trying to make the world wiser or 1 against the teacher and the preacher, the sckoidn. mad the refornic The opposition to the safety movement was based largely on the f ing assumptions: <11 That its primary purpose was to decrease payments for deatl injuries. <2* That accidents were as much a part of railroads as was nois sspst. sad that freedom from injury was largely a matter of luck. <3* That everything practicable was then being done to make nan safe. One large railroad declined originaXy to join the safety mem. pointing to its good record in the matter of train accidents as eh*t it did not steed any further lines of effort to insure safety. <4* That safety committeemen would be meddlers who would u smisamce of themselves. <31 That the movement had too much of the "Hurrah Boys" phene and that it would leave bad after-effects. Taking these up. one by one: <li The primary purpose of the movement is to save lives, lim' health. How much those savings amount to is, of course, conje for no one tn say how many injuries have been prevented, alth< comparison of the deaths and injuries before and after the Safety meat is a fair yardstick in estimating the results achieved. would be well satisfied with the dividends of Safety in the form of kept intact, hearts unbroken, children prevented from facing the without the birthright of a father's guidance even if there were dollar of saving in claim payments. (2) Accidents do not happen; they are caused! I believe the A-nnual Banquet 119 elimination of avoidable accidents on.railroads is possible; but it will not come about by knocking on wood. (3) As I have indicated, a great many constructive safety measures were adopted before the inception of the safety movement, such as auto matic airbrakes, automatic couplers, block signals, and standard time, which had universal application; but there yet remained a wide and fruitful field for the prevention of personal injuries, as was shown by the reports. There .were stationary machines inadequately guarded, men were working around flying chips and sparks without wearing goggles, buildings were so close to tracks as not to clear a man riding on the side of a car. Then there were hazardous practices in train service, such as men kicking over couplers while cars were in motion, and riding on pilots of locomotives. A list of all the conditions and practices to be rectified would run into the thousands:. And it might not be amiss to say that a vast majority of the suggestions made by employes for pre venting injury have been" favorably acted upon at an expense which would aggregate millions. (4) The fear that safety committeemen would prove to be busybodies, interfering with the orderly processes of business, making impractical suggestions, and evincing a lack of poise, has not been borne out by experience. The committeemen have shown commendable reserve in their investigations, and the fact that a large per cent of their recom mendations have been adopted is proof of the thoroughness with which their inspections have been conducted. (5) Nor has the movement had any of the aspects of some religious revivals, followed by backsliding. The interest has been maintained at a high level, and in the banner contests, even at fever heat. The work has been insistent and persistent, and the employees have come to real ize that the movement is here to stay. Progress on Union Pacific To be specific as to the dividends of safety we could take the progress made on the Union Pacific alone since the termination of Federal con trol. Securing our figures from the reports of the Interstate Commerce Commission the following is the number of reportable accidents in each year, with the rate, and reduced to the million man-hour basis; Union Pacific System Casualties to employees on duty per million Man-hours, for years 1920 to 1924, inclusive, and first seven months, 1925. Casualty Year Casualties Man-Hours Rate 1920 -------3120 134,6537000 23.17 1921 r 1650 127,566,000 12.93 1922 -1394 132,210,000 10.46 1923 1135 144,183,000 7.87 1924 " 785 132,516,000 5.92 1925 271 69,642,167 3.89 120 Fourteenth Safety Congress If the 1920 casualty rate of 23.17 had applied throughout the year-1924, the number of casualties would have numbered 3,070, or 2,285 more than, the actual. Also if the 1920 casualty rate of 23.17 had. applied through out the seven months period of 1925 shown by the tabulation, casualties would have totaled 1,614, or 1,343 more than actually occurred. To fully appreciate these figures it is necessary to contemplate the fact that by intensive and co-operative Safety activities oh the part of the offi cers and men in common, in the year 1924 and the first seven months, of 1925, 3,628 employees have been saved from more or less serious injury, or possible death. Their families have been saved from personal bereave ment and financial loss and privation. They themselves were saved- the loss of working time and wages consequent upon personal injury cases. The railroad company has benefited through the increased efficiency of the men themselves and their co-workers; and finally, society itself has been saved the economic loss attendant upon idleness, reduced efficiency, either temporary or permanent, or actual loss of life. As I see it, there is no more important question before the American public today than the prevention of accident and injury. In the proceedings of your 1923 meeting I notice a table of "estimated fatal accidents in continental United States in 1922 and prior years," which shows that between 1911 and 1922 the deaths in railroad accidents decreased from 12,179 to 6,883, whereas the deaths in automobile acci dents increased from 2,061 to 13,875. I recognize, of course, that there was a large increase in the number of automobiles. I believe, too, that the average automobile driver is careful. Nevertheless the figures con stitute a challenge to the_best thought of the National Safety Council and of every patriotic citizen. An authority on the subject says: "The total of American casualties in the World War, 1917-1918, were 317.387; our total automobile casualties in the same period were 427,000; leaving to the credit of the automobile as the destroyer of life and limb 109,613.*' Is this not an astounding situation? Obviously it.behooves us to de clare war on King Accident, and to employ all the forces at our com mand to destroy him and all his works. The railroads are vitally interested in automobile accidents at grade crossings, not only because of the injury and death to occupants of the automobiles, but because of the very real danger that some of these ac cidents may derail our trains and put in jeopardy the lives of our passen gers and trainmen. A number.of such accidents have taken place. One which comes to mind is a collision at Cranford, N. J., between a train and an automobile, which derailed the train and killed one or more trainmen. Another feature which merits consideration is the nervous strain on the engineer in cases where automobiles barely escape being hit. Auto mobile drivers should not race trains nor drive rapidly up to a crossing and then stop, but should slacken speed some distance back and indicate plainly to the engineer that they do not intend to try to cross ahead of the train. Some veteran engineers of high speed passenger trains run Annual Banquet 131 ning through, densely populated sections lay off on Sunday rather than take the risk of shattering their nerves over these hair-breadth escapes of Sunday motorists. Automobilists should stop, look; and listen, even at crossings protected by bells. Especially is this necessary where there is more than one track. We had a deplorable accident last month, in which the driver of an automobile darted around the caboose of a freight train to be struck by a fast passenger train. causing the instant death of the driver, his wife, and six children. A wig-wag signal was ringing and waving at the time. Universal observance of this fundamental "Stop, Look and Listen" rule would immeasurably reduce these grade crossing accidents. Wholesale separation of grades is not practicable for several reasons: First, the cost has been estimated to equal the entire valuation of all the railroads. There are approximately 260,000 grade crossings. A conserva* tive estimate of $75,000 each, produces the staggering total of nineteen billion five hundred million dollars. Second, if the roads had the money and the states, counties and municipalities were in position to con tribute their share of the cost, the work could not be completed for many years. Meantime the accidents would continue. It is significant that last year in spite of an active grade crossing elimination program, more new crossings were opened than were elimi nated. Co-operation between the railroads and the counties and municipalities in relocating highways to close up hazardous'or unnecessary grade cross ings is helping to solve the problem. Obstructipn^to. the view such as billboards, trees, banks, and buildings can be removed, and this is going on all the time. ^ Advance warning signs are being placed back of crossings, either in the form of upright posts, or the letters "R. R." painted on the roadway to notify auto drivers that they are approaching a railroad grade crossing. Engineers are being trained to blow their whistles and ring the bells in a way to reach the ears of auto drivers most effectively. But some drivers are oblivious to all warnings. Every day hundreds of crossing gates lowered momentarily to allow trains to pass are broken, even though they are vividly painted alternate stripes of black and white. A large proportion of our grade crossing accidents are caused by driv ers running into the sides of our trains; one last week struck the eleventh car of a slowly moving freight train. Automobiles pass over crossings where wig-wag signals axe waving and ringing. The "Cross Crossings Cautiously" campaigns of the American Railway Association have been effective in preventing accidents. Automobile manufacturers, auto clubs, and the' public generally have responded in gratifying* fashion to the appeals of these campaigns. We are hopeful of even greater co-operation in the future. The safety movement has justified itself many times over in its twenty years of existence. The future lies largely in the hands of con-.  ^-Ti. - lamaiMI -- ------------ ---- ?sf *--M - mt 122 Fourteenth, Safety Uongress stractive agencies - as this National Safety Connell, whose, humanitarian purposes are given direction and practical effect by its members and their employees. What could be nobler than to save a life! Have.you ever stood beside one who had been killed as the result of an avoidable accident? I have. Have you ever had the widow and children come to you and tell you of the grief and heartache, poverty and misery that followed in the wake of the father's careless or thoughtless act? I have. And it was to pre vent these dreadful conditions that the safety movement was established. Lives saved, limbs saved; homes saved--these are the Dividends of Safety. "THE SIGHS OH THE TIMES'' James Schermerhom, Editor, Writer, Lecturer, Detroit, Mich. One arising at this hour can sympathize with the emotions of Zee- Zee, the harlequin who performed daily In. a tent show where they paid off alphabetically. Sometimes the receipts were not sufficient to take care of Zee-Zee. When they were making the contracts for the next season, Zee-Zee went to the manager's office and - the manager cheerily said, "Good morning. Zee-Zee." Zee-Zee said, "Zee-Zee, hell! My name's Adolph." You have a toastmaster here with the physical perfection of Apollo and the pungency of Appollinaris. so gracious and so erudite and so witty, I am thinking of that other toastmaster once referred to by our lamented former Vice-President, Mr. Marshall. He arose, after being the subject of more or less hilarity on the part of the toastmaster, and said, "Ladles and gentlemen, this toast master, talks so well and likes to talk so much that if he were a ventriloquist he would never give the dummy the answer." There is violation of the principles of safety first in a third ap pearance before this "large and exhausted audience." You have almost reached that stage of the proceedings where the man who had been speaking said, "Now I have been discussing this matter in all of its ramifications for two hours and I think I have covered it very fully, but I am willing to anssa- any questions. Axe there any questions?" And a man in the rear said huskily, "What time is it?" I supposed I was to be without competition. There hasn't been a number yet, even a musical number. In which a monologist has not appeared. I think the situation Is like that at the church supper where one oyster discovered another in the soup, and the astonished bivalve said to the other, "What are you doing here?" He said, '"Why. this is a church supper. It's my function to be here." .1; ; The other said. "If this is a church oyster supper, why are both of us here?" Annual Banquet 123 1 am delighted to follow this very splendid historical and thoughtful survey of safety first by tb^e President of the Union Pacific. I am glad, as a newspaper owner!, to once more stand next to the head of a railroad president^ "in lL,venly lovte abiding." Before the passes were discontinued, our relationship was always very close and mutual. After that, the emotions of the editor were like that of the countrypublisher who, denied his transportation, took out his time table and put in instead, "The train is due when you see the smoke." I hope whatever I may do I may not be as subtle as the report of the accident the other day in which they said a man was killed "by a flask of lightning." X have followed Mr. Gray in his recital of the mervelous development of railroading from that day in England when transportation reached that wonderful maximum of four miles an hour. Upon a fateful starry night on his road at Winnemucca, Nevada, I wished it would move that fast. All of the passengers on the Union Pacific spent a week that night in Winnemucca due to the inability, of the limited and a freight train to pass on the same track. It is.fine to be in this association of railroad men and of successful men of the Pullman service. I have performed with them before, and there wasn't a dry eye in the house. Sometimes I have difficulty telling my friends how they run the Pullman scale. It has "dough" at each end, like other scales, but the higher you go the lower it is; and if you go lower you must go higher; It is very confusing. All I know is that these porters make up everything as they go along. We are glad, to have them bring the philosophy of their essential service to this board. I know our grati tude goes out to the porter for being indispensable in the honr of perplexity. There was a young bridal couple in the drawing room who wanted to avoid attention, so they arranged with the porter to divert the usual flutter; they didn't want to be the cynosure of all eyes. Instead of es caping surveilance, however, they were followed even more eagerly than they anticipated. The bridgroom went to the porter and said, "I thought I arranged with you to protect us and serve us." The porter said, "I did, boss, I tol' 'em all you wuz jus' pals." It is fine to come back, I say, without suffering physical violence. There is an element of uncertainty, if not of hazard, in these reappear ances. Sometimes you feel like the tragedian in the first act who hisses in the ear of the heroine and says, "Hist- Are we alone?*' And the man in the gallery says, "Ydu ain't tonight, but you will be tomorrow night." There has been something about the general tout ensemble here that has been fascinating. I have been delighted with the linguistic accom plishments of all at this table. When the handsome toastmaster said "maestro" with that fine appreciation of tonal values, I thought of the tzmmu 124: Fourteenth Safety Congress young man who gavejup a fine position and became an oil salesman so he could say "viscosity" several times a day. It has all been very erudite and very thrilling tonight to one who has some appreciation of the matchless beauty of our idiom. These musical terms which are more or less puzzling to some tongues have been given here with a euphony and a facility that has been most engaging. It has pointed to the classic and the scholastic side of life, so that I have -fancied I stood again in the wonderful public library in Boston as I have seen these human panels set high about this room as if they were depicting King Arthur and the quest of the Holy Grail. Some reference has been made by Mr. Graham to the feminine part of the assembly, which has made me also think of the inscription that Boston put on the walls of the reading room in her public library, "Nothing but low conversation permitted here." Being so continually under the spell of all that is fine and euphemistic in speech and so transcending and soothing in music, it has occurred to me that those whoZhave appeared before you comply with all the niceties of effective speech. They are not like the understudy, who took the place of the tragedian. The star had a vivid line in the third act where he clasped his breast and said dramatically, "My God! I'm shot!" It was very effective, but he was taken ill, and the understudy, who was not up on elocution, substituted for him. He was very listless and unimpressive, as some have been in paying attention to safety first, and he said very ineffectively night after night, "My God I'm shot." So as to make it dramatic and realistic, they put rock salt in the gun--and blazed away, and the understudy cried, "My God! I am shot!" You are fortunate in your spokesmen that they bring to you the power of correct enunciation, that they are much more effective in speech than the father was on the Aquitania when we were coming back a few years ago, and that good ship of 45,000 tons burden did everything but roll over in a hurricane that raged for three days out of Southampton. We all began to appreciate the plight of the doughboys who started to go oveir by boat and finished by rail. Many of you have been over, I see. You have experienced that moment at the breakfast hour when the steward comes in and says to you as he said to one of our passengers, as he deposited the tray, "Can I do anything more for you ?" And the man said, "Yes, throw it over the rail for me." -- On that boat there was a fine safety first episode. A father and mother were lying, white and weak and wan, in their steamer chairs and their little hoy was playing recklessly on the slippery deck. The mother, after the tender concern of motherhood, turned to her husband and said, "Husband, hadn't you better speak to Willie?" And th father said faintly, "Hello, Willie." May I hope. Mr. Toastmaster, ladies and gentlemen, to emulate some thing of the successful^ articulation that you have heard this evening and call your attention very briefly to "The Signs of the Times." Annual Banqxiet 135 Tour thoughts have gone back over the track of the years, comparing the train speed of one hundred years ago with the accelerations ot today. "The spirit of the times shall teach me speed!" Ton know how splendidly that proverb has been fulfilled--I thought first it came from, the Scripture because it had a sort of scriptural tone; but I find upon looking into the concordance that I was wrong as the man who always thought the Epistles were sisters of the Apostles. But he wasn't any more wide of the mark than the good women at the afternoon tea, where one of them confessed that she always thought Sodom and Gomorrah were man and wife, and the other said she thought they ought to have been if they were not. Pardon me for having a biblical turn of mind at this moment, because the reference to the original signal system which Mr. Gray mentioned has turned my thoughts naturally to that source. There is nothing new under the sun. Th,e other day 1 ran across the beginning of the Federal Reserve system. It was when Pharaoh's daughter saved little Moses from the rushes on the bank. I found also that at the time of the flood there occurred the first violation of safety first when a sanguine soul was sure it wasn't going to be much of a shower; and there, again, was the beginning of the banking system when the dove brought the green back. The inception of the automobile is first mentioned in the Bible, Page six. It is wonderful what a storehouse we have in Holy Writ, even in its relation to modernity. Advertising began with Sampson, who took two columns and made a great killing in fall business. The first mention made of the theatre was where Joseph's brethren took him out of the family circle and put him in the' pit. All of those things go back to Biblical beginnings. Lv So even if "tbe spirit: of the times shall teach me speed," doesn't come from the Bible, it still has a sacred import under your sanction and authority. We are going to school in the matter of speed.' Some of us are grad uating with extinction, A group were discussing fundamentalism and modernism down in Tennessee, and one man arose and was introduced as D. D-, another as L. D., another as LL. D. Then a man from the country got up and introduced himself as R. F. D. From this school of speed we are graduating with tbe degree ot S.D., speed demon, or S. O. S., "speed. Oh speedometer." We have come to the time when we have overstressed the matter of acceleration. It is the winged time, illustrated by the new version of Excelsior: "The shades of night were falling fast When through the crossing gates there passed A youth who stepped upon tbe gas. When they opened his head they found--Excelsior!" jbebs----------mmt:: a-t-^a-- . 126 Fourteenth Safety Congress The spirit of the times teaches us speed. It was on the Rue de la Paix in Paris, where a French scientist stood in a second story window and asked those around him to pick out a car going down the crowded boulevard that they wanted brought to full stop from where he stood. By means of the Hertzian wave he brought -the car they indicated to a standstill. The Hertzian wave functioning on the magneto, brought the car to a halt, and the driver got out with language unfit for publication, wondering what was the matter with the old bus. He didn't have the finesse of Judge Taft, who, when he' makes a mistake on the golf links, says "Gatun!" which is the largest dam In the world. This has been accomplished In -traffic by the Hertzian wave; the same thing has been effected in the past by the Marcel wave. But here was an exemplification of the winged power. There is also the winged word, this mystic thing that speeds through the upper spaces and enables Europe to say "Good morning" to America and America to say "Greetings" to Europe. One day we were dining in the Savoy In London at the very hour when our three American eagles, having circled the globe, were fluttering down to Croyden field, a great achievement in air transportation; and America had done it first! Your speaker felt Impelled to say some thing about Columbia, tbe Gem of the Ocean, having scored this signal achievement. While America had outshone even the imagery of the poet when he spoke of the morning drum beats of Britannia following the circuits of the sun around the globe; while they had encompassed the earth, through the air, in this marvelous flight; the prophecy of it was England's through her poet laureate sixty years before when Tenny son wrote: _ "For I dipped into the future, far as human eye could see. Saw the vision of the world, and all the wonders that would be. Saw the heavens fill with commerce, argosies of magic Bails, Pilots of the purple twilight, dropping down with costly bales; Heard the heavens fill with shoutings, and there rained a ghastly dew From the nations' airy navies grappling in the central blue." The prophecy was Great Britain's and the fulfillment was America's. Then we come to the winged photography. Whatever has been said about marital infelicity tonight (proving that the judge was right when the man wanted to know the extreme penalty of bigamy and he said. "Two mothers-ln-law,") an old fellow said he had just had a wireless picture of his wife and that- it was pretty good, only there was a lot of static in the expression. The winged picture is very wonderful. It enabled a sheriff in our state to send six different views of the mug of a desperate bandit who had escaped, from the rogues' gallery. They were sent out by wireless, and by three o'clock In the afternoon he got a report from a constable in a neighboring county that he bad five of tbe desperadoes and he expected to have the other man by sunset. Annual Banquet 127 The winged power will some day enable us to energize distant plants and trains without visible means of transmission. So the spirit of the times teaches us speed. Out of speed has come a new science, the science of signology. Have you heard of that? As 1 came into Cleveland I saw' your prophecies emblazoned everywhere according the new science of signology. A lot of people do not believe in signs. They are like the man smoking in the ladies' compartment. The guide said, "Can't you see the sign, `No smoking'?" *I saw it, but it doesn't say absolutely," he replied between puffs. Signology deals with the new science that has grown out of this accelerated transportation, with the problems of which you deal. The new science means a new vocabulary. Every science, even safety first, has to have a new glossary, new terms. When the father dismisses the too attentive young man at midnight, he tells the family, he has just cleaned out a spark, plug. The dear old lady on the boat deck sees the life preservers and boats, and says, "Why do they carry so many spare tires?" The little girl from the city who first saw the process of milking In the country reported when she got- hack home that they fed the cow water and bran and then drained her crankcase. When she beheld the rather colorful spectacle in the butchering season, she said she neve* knew piggy had a spare tube. Signology Is this particular science that has added thousands of terms to our versatile speech. "We have in Detroit an epigram fox occasions like this: "The longer the spoke the greater the tire." A speaker had been going on for awhile when some one in the rear yelled "Louder," and the. speaker said, "Can't you hear me back there?" "Not a word," shouted the complaining witness. A man half way up turned around and said, "Be quiet, you lucky cuss." The thing about signology and about the vocabulary is to' make it understandable. You have heard tonight some exquisite nasal expres sions, some splendid examples of French as it is spoken on the Champs Elysees. You understand now the predicament of the dear woman with the Cook's Tours who wanted to order horse-radish in. Paris. . She said to her daughter, "Dearie, I would like to get some horse-radish but I don't know what it's called. I know eheval is horse and rouge is red, and if I just knew what "ish". is I'd be all right." It' is advisable to speak the speech that is current; It is also quite essential. You in your warnings, your shibboleths, your slogans, must adopt understandable terms. One reason why international good-will comes with leaden heel is because we don't understand each other's phrases and expressions. The French have a wonderful proverb, "The absent are always wrong." Did you . ever think of it? They have another fine proverb: "To know all is to forgive all." Our good friend. Dr. Ritzmann, who comes from that splendid adven ture, the League of Nations on the shore of beautiful Lake Leman, car 128 Fourteenth Safety Congress tell you why the world doesn't move in greater concord. It is becaus people do not understand each other. When I was over on the othc side, the Englishman said, "You have wonderful birds in America. . read of a man in Bridgeport, Connecticut, being killed by a travelin crane." - On this side, one of our British brothers heard a sound that indicate we had Scotland on the radio, and he said, "What ferocious soar is that." "It's an owl." "I know, but who's 'owling?" The absence of a common vocabulary makes for misunderstanding ai for delay in international comity. I tried to translate some of tho wonderful songs, such as we have heard tonight from our Pullmj friends and from others, each accompanied by a very scintillatii monologist who lias added to the joys of the evening,- and I tried tell the Mayor of Leeds at the table on the Aquitania that the vol of America lifted itself in melodies that would live forever, like "T Short Sheet Makes the Bed Seem Longer." He wasn't visibly impress* I said, "There's another that is more effective, `We Feed the Baby Gar So*s to Find Her in the Dark'." "Effective, but rather indirect, don't you think?" he said. I said, "The voice of America is more thrilling, more enthralling tb in anything else, when lifted in that popular anthem. You can't dri a nail with a sponge, no matter how much you soak it'." "By jove!" he said, "That's ripping, I must remember that. Let's s how does it go? You can't drive a nail with a sponge howsoever \ it isV' _ At another dinner where we were being greeted by the gentlemen London, they expressed appreciation at the readiness, nay the eagernt with which the Americans drank to the health of the King. A gentleman presides there, not like your gracious and ready s scintillating toastmaster tonight, but the statuesque functionary -s stands before you in a jacket of stop color, puts his fingers upon lips impressively and says. "Pray, silence, gentlemen, while m'l So-and-so addresses you." Then they get to the point where they ] pose the health of the sovereign, king and queen, and then, that be attended to, he says. "The gentlemen now may take up their ciga Sir Robert Baird, a brilliant Irish editor,- who sat next to me had been growing progressively international (he evidently didn't h the objections of the other Irishman to Scotch whiskey, who said, " see them at all I don't want to see plaid ones."), turned to me confit tially at this moment and said, "The King being drunk, the rest ol will get lit np now." This has no American significance, of course. The Colonial Secretary, a jolly Celtic gentleman, said he was convli from the responsiveness of the Americans present, and the keenn.es the American appetites represented, that it was a correct version of new nursery rhyme that had reached England: Annual Banquet 129 "Four and twenty Yankees, feeling very dry. Went over to Canada to get a case of rye. And when the case was opened, the Yanks began to `Who's this Calvin Coolidge? God save the King.' " sing, Speak the current speech! The nurse with her finger upon the pulse of the sick broker says to the doctor quietly, "It's ninety-three, doctor.'' The broker, rousing, says, "When it's a hundred, sell." We can't get anywhere unless we use a common vehicle of expression. The house had settled and the door became tight and it was necessary to use the sharp point of an axe to pry open the door. A caller came and knocked. "Who's there?" those within asked. "Mrs. Murphy," was the answer. Some one inside said, "Get the axe." When the door was opened, Mrs. Murphy bad gone. She understood the language. As you go through life you find .modern transportation, this new system of locomotion, has brought in a liberal education. As you follow the transcontinental trail, wherever you go you will find writ large and luminous enlightening legends, warnings, symbols. On Victor Hugo's writing desk he left this message, "There is only one thing mightier than an army; that is an idea whose hour has come." The idea whose hour came twenty-five years ago was that six miles an hour was no longer a sufficiently rapid traveling rate. So we have, come to this new cycle of locomotion. Ellwood Haynes brought out thu horseless carriage in Kokomo, Indiana, in 1896. He traveled about with it at eight miles an hour. He went into Chicago and was forbidden to appear again because he frightened the horses. You can understand that. What would you think of a pair of trousers coming down the street without anybody In them? Haynes died a few weeks ago, and as his spirit was on its way to the realms of the blest, somewhere between Detroit and Chicago the "Maiden Detroit" from the Ford' air port sped on its way at the rate of 115 miles an hour. The spirit of the times was thus' teaching us speed and exemplifying speed. As we travel we come upon these emblazoned signs. Whereas signs formerly came by faith--the divided waters of the Jordan, the flaming bush, the flowering rod, and so on through all the miracles--now signs come by the square mile. They are so ever-present that one man said he wouldn't have seen the country at all if his automobile hadn't skidded and thrown him through a billboard. There is no facade so entrancing, no greensward, no vista, no shrine so sacred that you can see unless you first get behind a billboard. Millions of houses are needed In this country to shelter our people. I make a motion, it It is in order, that we take the lumber that is in the billboards and put it into places where Bill boards. Beauty is blemished now, nature is defaced, by this ever present com bination o* chromatic excess and filigree carpentry. Signology has not only touched commercialism, but it has invaded evangelism. In one sign you are Invited to "Try our hash," and underneath it, "Father, for give them, they know not what they do." 130 Fourteenth Safety Congress "Our rarebits are magnificent," and underneath it, "Prepare they God." Adjuration, admonition, weenies and warnings. hot dogs, with pedigree!" is another legend. Upon the shining slopes of Pennsylvania your speaker saw monition, "Go into second. Coolidge is glad he dHL" A philosopher at an oil station during a deflation erect "Feathers were down once, but they stuck." Here at a wayside inn is this very significant philosophy: not the Waldorf Astoria or It wouldn't be here. Ton are not J. Morgan or you wouldn't be here. We know the place is on t but how about yourself?" Sometimes there is a confusion of signs, "Safety First" on 1 and "Eleven Million Fords" and "Two Million Chevrolets" on t side. The only thing that gives us hope is that Mr. Ford Is Int the sprightly old style dances for pedestrians. They get togethc spirit of that beautiful hymn, "One step enough for me." Bi So signology has had this tremendous development. Here is "We cater to photographers and cyclists. Try our three shilli Dark room for developments." In New York a dear old lady came out of the subway exit an< over a street cleaner's brush. She was lying prostrated on the p when she looked up and saw the. Colgate sign: "Comes out of and lies flat on the brush." Let me take just four familiar signs which are in consonance high mission that brings you within the gates of this beaut I realize there is always danger in these protracted sessions funeral the minister kept on and on, and the sexton pulled I and said, "Better cut it short, it's getting late." The minister said, "But this doctrine of the resurrection is ve "Yes" said the sexton, "but we must get our man over time for It." " First, "Go." We stand where the target goes green. By we are admonished to go." In all of the American stimuli ther ing we need less than that impulse to go. "Go" is the threi runs through all our lives, so much so that we have re hymnology and in eastern churches they arise and sing, "Bi the royal dividend and crown it Lord of All." The undertaker at the ceremonies hears two shots outside, to the presiding minister, "Excuse me." He goes out and cc saying, "I got the order for both." Everything savors of "go." "There was a young lady named Bright7 Whose speed was swifter than light. She departed one day In a relative way. And arrived the preceding night." Annual Banquet 131 That shows the acceleration of these latter days. "Go" through our life. The bank called up and said, "You are overdrawn $17." JLevi said, "Look up a month ago and see how- I stood." They looked it up and said, "You had a balance of $400." Levi said, "Did I call you up?" runs all So we shall not interpret "Go" as a stimulus. You are thoughtful people, you are reflective men and women, so we shall look upon that shibboleth where the target grows green as Authority. Democracy establishes there the voice that says to this one, "Come," and. he cometh, and to this one, "Go," and- -he goeth--providing he is sufficiently mindful of safety first inspiration. It is the voice of Authority. Why do we go with one impulse, trustful that all is well ahead? It is because we have respect for authority, because we have come to feel that democracy implies? conformity to* the collective will of the people. That authority was bought with a great price, all the way from the lanes of Lexington where the embattled farmer stood and fired the shot heard 'round the world, down to the flaming forces of the Argomie where those who loved life as much as we bared their breasts to the hurtling death that democracy might survive. ' Those were fateful days when the Poilus, weary of the long struggle, were falling back toward Paris, crying, "Finis, finis!" Along swept our glorious doughboys singing, "Oh joy, oh boy, where do we go from here?" with so splendid a courage and so invincible that when they came to the French trenches and found cooties there with twelve service stripes on them, they still were undismayed. The spirit of democracy was in the colored hero who at the last asked for the privilege of letting go with one of the French 75's. (A dear old woman said,. "How fine for those old Frenchmen to be in action with the young fellows!") After the dust had settled and the earth" had ceased to rock, the colored doughboy jumped to, the front and said, "Mistah Kaiser, count yo' men." Authority is elevated in yon tower, and we must go with faith, more faith than they had in the .village where the drouth had been long and distressing, bo they decided on the following Wednesday to go to tha hilltop and pray for rain. Everybody adjourned to the eminence and prayed for rain, and there was only one person, a little girl, who took along an umbrella. . - The faith that it is time to go, that we can go safely, makes it of moment to us to establish that faith so that neither by the flouting of the law, the trampling upon the collective will of the people, by no act or sanction of ours, shall authority and law mean anything less than it should mean in a democracy. I say to you that of all people the safety first proponents should be for the upholding of the Constitution, letter and line, and that our 132 Fourteenth Safety Congress devotion to the flag should go deeper than our cellars and higher than the highballs. We want none of that uncertainty that was represented recently by a speaker who said upon arising, he didn't know whether he had been drinking applejack or Japa lac. He said, "It doesn't make any difference, they are both interior finishes." "Go" is authority. At West Point there are upheld the three great principles of "duty, honor and country." We used to worship in the little chapel where men of valiant deeds had their names engraved forever upon tablets, those who had kept the faith in time of emer gency--all but one. Benedict Arnold's name still remained, with the date of his birth, but they had carved out the`date of his death because he died a traitor. I ^sometimes think the processes of law and ordei would go on better if it were not for the Benedictine Arnolds wbp stanc arrayed against the dignity and majesty of the government. May thej see that safety first Justifies the survival of the authority and thi sacredness of the Constitution, and also that we do' not have to revis< their obituaries in the interest of patriotic teaching of the young. Ma; they be speedily in line with the forces that are making for safety firs in the endorsement of the nation's sovereign will. Shall we go on to "where the sign reads "School--Slow"? That is i fine association of ideas, because in yonder brick building they are pr paring the soul stuff ~of the future upon which the perpetuity of th nation depends. - Careful, driver, lest some mischance or some recklessness at the whet shall strike down this soul stuff. I know it takes only three or fou lines in the paper to ^ay that "the daughter of a laborer was killed a the corner of Pine and Second Street and taken to her home; the driver' statement was taken." Follow that piece of news, now so inconsequei tial, to where the shadows rest upon the stricken home which foreve after will be denied the sunshine of a child's presence and* the musi of a childish prattle. Then you will have some conception of what it means when the bloo of 17,400 victims cries up from the pavements, reenforcing your appe: for a new appraisal of the sacredness of human life. "Slow--school We need a new evaluation of life. It was an arresting thought < John Morley's when he said to the students of the Midland School^ i Manchester: "Who knows but that the little vagrant, that child J rags and squalor that yo.u meet on the street, may have within hii the germs of gifts that will add to the world's storehouse of beautifi things or of noble acts." Then he quotes the ^memorable saying of a certain man who was goii to the guillotine in that terrible wave of terror, the French Revolutio that swept over France in 1793: "In this incomprehensible mome: when mortality, enlightenment, love of country, all make more certa that death at the prison door, so on the guillotine that awaits me, evi in the fatal tumbrel itself, where only my voice is free, I would st Annual Banquet 133 cry to a child who came too near the wheel, 'Take care, child, take care." Perhaps I may save a life. . Who knows but that child may In time save a nation." Thirty-three per cent of the children who go down in this terrible totality of the street killings may include some one who in an emergent hour would be the savior of the nation. "School--slow," It is the haste that makes waste of life and waste of limb. The great things are not speeded up. The choicest plants are of slow growth. "Fame Is not gained by a single bound, but by toiling upward in the night."- It takes two years to mature a billiard ball; we should be patient with other forms of ivory. "This is not where I wanted to go at all," the passenger said to the taxicab driver." . "I know, but look at the rate at which you came." Not destination, but speed was the object. Tacitus, the historian, tells of a brave people, the Batavians, who were so ferocious in war thatr they never cut hair or beard until they had slain an enemy. Look at our taxi drivers--clean shaven, short-haired. They say Detroit would be all that it ought to be if the pedestrians did not insist on cluttering up the streets. Do you wonder at the farmer coming in with a load of hay, who heard the sound of the gong and the hiss of the steam behind him? The traffic officer said, "Get T>ut of the way of the fire department!" He swung over to one side awkwardly and the engine went by. Then he got back into the track and along came a hook and ladder company, bumped into the rear of his cart, upset the load of hay and killed the horse. The officer said, "I told you to get out of the way of the firw department." "I did get out of the way of the fire department, but who in the hell was looking for a- lot o_ drunken painters to come along?" gasped the farmer. Like Lady Godiva, I must hasten to my close. ' I shall not keep you much longer. 1 At our hospitals we find the sign "Quiet." Our cities are made unbear able by the unnecessary noises of the street, by flat wheels and flat- heads; JBedlamish sounds from cerebral cutouts--nothing above the neck. A man said to a newsboy, "How much are the papers?" "Two cents." --- "What do you pay for them?" "Two cents." "What do you get out of it?" "The chance to holler." Out of the quietudes has come this provision for a safer humanity, which you represent tonight. Out of the silences they have produced the great benefactions, the great ministries, and the great exaltations. The prayer of the Quaker poet puts in beautifully: 134 Fourteenth, Safety Congress "Drop; thy soft dews of quietness Till all our strivings cease. Take from our souls their strain And let our ordered lives .confess The beauty of thy peace. and .stress. Breathe through the heat of our desires Thy healing and thy balm. Let sense be dumb, let flesh retire. Speak through the earthquake, wind and Oh still small voice of calm." fire. ABC Session October 1, 1925 STEPHEN W. TENER, Chairman Manager, Accident and Pension Department, American Steel and Wire Company, Cleveland, Ohio REMARKS OF STEPHEN W. TENER, CHAIRMAN OF A. B. C. SESSION haibman Teneb: The first three letters of our alphabet have been accepted, as the briefest way of indicating the beginning of an activity. When the first ABC Session was held five years ago at the Mil waukee Congress, it was the opinion of the Council's Executive Committee that the majority of our general and sectional meetings were devoted almost exclusively to a discussion of the advanced or more refined phases of accident prevention work, and that at no time during the Congress could a beginner learn the Teal fundamentals- The marked success of the ABC Session at Milwaukee led us to include a similar session at each of the following Congresses, and it is intensely encouraging to note the continued Interest in fundamental subjects such as "Safety Committees," "Mechanical Safeguarding," "The New Employee," "The Foreman's Responsibility," etc. When we were girls and boys in school, we learned the value of a session devoted to a review of the lessons studied during the preceding semester and in nay experience, and I am sure it must be reflected in your own, it is necessary at these annual gatherings to review in our minds the old established principles and to provide at each one of these conventions a program of an ABC character that will give the junior safety men an opportunity to hear experienced safety engineers discuss the elementary problems. I have been told that this particular session is more popular than any other because even- the experienced safety men also like to come to It and participate In the discussion of first principles in the national safety crusade. I desire at this time to impart a special message to freshmen and sophomores in safety work on the subject of the "inside urge," meaning that the safety inspector must look to himself and his assistants for the 135 13C Fourteenth Safely uongress stimuli necessary to perpetuate an interest in the elimination of accident hazards. You can not rely on any outside influence. Should a factory produce and ship defective goods, even should the goods be sent to the uttermost ends of the earth, slowly but none the less surely, a complaint will, be lodged by the customer with a demand for the return of the goods or a concession in the -price.- Also, again slowly but none the less surely, this complaint and its consequences will be brought home to the fore man who produced the goods. Likewise, should salesmen 'in the held find themselves unable to cope with competition, the loss of business will be made the subject of a heart to heart conference between the super intendent and foreman with the view of ascertaining why costs are so high as to cause the loss of material tonnage. These are outside influ ences seriously affecting: the profit and loss account of the ledger but there are no outside influences of any weight which may be seized upon by a Safety Inspector to advance the cause for which he is working, the urge to that end must come from within. Hence, a Safety Inspector must bring into play imagination and initiative. He must not wait Micawber like for something to turn up. It is his job to start things and keep them going. ENGINEERING REVISION AND MECHANICAL SAFEGUARDING Ernest W. Beck, Supervisor of Safety, U. S. Rubber Company, New York City "Engineering Revision. and Mechanical Safeguarding" is a subject on which very little has been written. This is in contrast to what has been done in this direction, because for some time the larger corporations have been working quietly, endeavoring to improve their standards. Several years ago the company which I represent, had printed and dis tributed to each of its factories a book of standards intended to be used as a guide not only for safe practices but also for the construction and installation of safety guards and devices. It was intended to overcome all differences of opinion as to which method was best to adopt. In set ting the standards the Jaws- of the various states were taken into con sideration. .This book of standards was not complete and, for that reason, was made up in loose leaf form, so that additional standards could be added as they were adopted. This served our purpose for several years, but due to the rapid strides, that were taking place in the rubber industry, our central safety committee concluded that it was advisable to revise our safety standards and bring them up to date. Perhaps you will be interested in hearing how we proceeded. First we drew up a list of the subjects we wished to revise among our Safety Engineering Standards. This very act made us realize the enormous task we had before us, and that it would take several years to complete the job. Consequently we arranged our subjects according to ABC Session 137 their importance and selected those needing the most immediate atten tion. Next, we appointed several sub-committees from the engineers within our company. . These gentlemen worked together in the revision of our different Safety Standards. Among our first subjects were Mills and Calenders, Electrical Equip ment Safety Standards, Boiler Room Safety Standards and Engine Room Safety Standards. When the standards' were in a tentative form they were edited by some of our factory engineers, not members of the sub committees, and having more than fifty factories in our company and a total of over 40,000 employees, we were in an excellent position to get the advice and counsel of a great many men experienced in the rubber Industry. Finally our revised standards, before being adopted as stand ard procedure for the company as a whole, were officially approved by the Central Safety Committee, made up of. our Safety Engineers, and the Manufacturing Committee, composed of our general factory managers. After making considerable progress in this revision, we were confronted in one instance with what was apparently a duplication of effort. We had practically completed our Safety Standards for Mills and Calenders when it came to our attention that one of our leading states in accident, prevention was about to adopt a tentative state code covering Mills and Calenders in the Rubber Industry. Inasmuch as our company had sev eral factories in this state, we naturally were very much concerned, especially since the suggested tentative code was not in accordance with our ideas. ^ Feeling that some of the requirements in this code were practically impossible to comply with, we vigorously protested, for we realized that if this tentative code was set up as a State Code it would not be long before other states would consider adopting similar codes. Faced with this situation, arrangements were made to have this entire subject come up for discussion at the annual meeting of the Rubber Section of the National Safety Council in Buffalo in 1923. The meeting was very- well attended by representatives of the Department of Labor of several states and delegates from all the large rubber companies and representatives from concerns manufacturing rubber machinery and equipment. As you might expect, we "started something." This meeting was planned as a morning session but on account of the important factors which came up for discussion, it turned into an all day performance. The following November a meeting of the Executive Committee of the Rubber Section was called in New York and among other things it dis cussed this problem. Sidney Williams suggested that he, as Chairman of the Correlating Code Committee of the American Engineering Stand ards Committee, be asked to submit our problem to the American Engi neering Standards Committee, and if there was a demand for a National Standard Code on this subject, the American Engineering Standards Committee could appoint sponsors. This was done, with the result that the A. E. S. C. appointed the Rubber Section, N. S. C. and the Inter national Association of Industrial Accident Boards and Commissions as 13S Fourteenth Safety Congress sponsors for a Safety Standards Code for Rubber Manufacturing Ma chinery. - The A. E. S. C. recognizing the necessity of a standard practice in the safeguarding and quick stopping of machinery used in the manufacture of rubber goods, received with favor the recommendation of the Corre lating Code Committeerthat a standard safety code covering this field be drafted. The purpose of such a code was to serve as a guide to state and other supervising authorities, as well as to concerns operating or manu facturing machines of a similar character. Work of Engineering Standards Committee Praised Inasmuch as this is the ABC Session, some of you may not know of the work of the American Engineering Standards Committee. In this case I want to take this opportunity of saying a few words about the remarkably fine contribution which Is being made in this field by the A. E. S- C. With innumerable problems coming up for solution among the hundreds of organizations interested the necessity -for a clearing house immediately becomes evident. This committee is serving as a national clearing house for engineering and industrial standardization and has brought about a systematic co-operation between .the organizations so vitally concerned in these problems. In the past, in our principal industries, individual firms worked up their own standards or a Standard Code was worked up wholly within a single association. As a result other organizations and their members having no direct knowledge of, or sense of participation in, the initiation or development of such a standard, were prejudced against its use, how ever good it might be. As a contrast to this method I understand that there is today among the membership of the A. E. S. C. more than 160 national trade associa tions and nearly 100 other national organized groups, technical, industrial anH governmental, with a total of about 1,500 individuals working on sectional committees, all participating in the work of the A. E. S. C Up to date about 70 standards have already been approved and more that 100 other projects are under way. Take as an illustration some of the important pieces of work that hav< been done by this committee. The completion of the standard for screw threads was to my mind an outstanding achievement because of its vita interest to practically every industry. The application of this standard ization to fire hose- couplings, now in the course of development fo: many years, has been of utmost importance. The former lack of uni formity in such equipment has been shown in a very startling way b; an exhibition of a collection of 600 sizes and variations of fire hose coui lings. No doubt some of you have heard of cases in the past wlier outlying communities have called on neighboring cities and to\~ns fo assistance to put out fires, and when the visiting fire department arrived it was found that their hose couplings would not fit, making it impos sible for them to use Their equipment. A. B C Session 139 The complete standardization of all bolts and nuts commonly used In the United States Is already in view. This Is so far-reaching that it in volves a. recommendation that a general International Conference should look towards an agreement which will make possible international inter changeability in regard to wrenches, nuts and bolt heads. Technical standardization is playing a very important part in the safety movement. About 40 codes, most of them applicable to factories, are now either completed or in the course of progress. As for example, the woodwork safety code covers not only hazards at the "point of operation" in woodworking machinery, from the crude lumber to the finished product, bat it also deals with plant layouts, machines, equipment and operating rules. __ Progress is being made on a code for traffic signals. Those of us who are our own chauffeurs realize the importance of such a code. This is especially true when we drive into a strange city or town and find signals and rules that we have never seen or used before. To me the most important feature of these national standards is that before they are approved as a Standard Code they are passed on by prac tically the entire personnel which makes' up the membership of the American Engineering Standards Committee. This common agreement insures whole-hearted co-operation. From an`international point of view, I believe we are leading the way as regards standardization and Engineering Revision and (unless we want to follow them) it is well that we do so, for some of our foreign friends have a few standard codes already approved and a large number of projects under way. I believe there are nineteen leading Industrial countries today that have found it necessary to establish national standardizing bodies and practically all of these have been organized during or since the war. So while there has been very little written on the subject of Engineering Revision, we are well under way in reviving and revising our Engineer ing Standards. - ^ Mechanical Safeguards When the committee was formed to draw up the Code for Rubber Machinery, it first selected from the broad scope which it was given, the important problem of safeguarding mills and calenders at the point of operation. Those of you who are familiar with this type of machine, with its very large and heavy inrunning rolls, know how difficult is the problem of proper guards. Years ago many of the rubber mills were run without any mechanical safeguard to assist in stopping the individual mill in the event that someone should get caught in the bite of the rolls. In those days there was not the production that we have today and consequently there were fewer mill operators and fewer mills, in some cases the mill men would work in a room all alone, and the stories of those "good old days" are sometimes rather hair raising. I have been told by some of our old-timers In mill rooms, of cases where men have gone completely 140 jrourzeentn- /safety congress through the rolls with no one knowing about it until remnant* C cWtking were found, in the mill pan. And mill room foremen 111 cite in stances where the entire length of a man's arm would run in between, the rolls of a mill or calender before some one would grab a crow bar. a wedge or a piece of steel and throw it into the gears and wreck the machine in order to stop its travel. I am glad to say that such condi tions do not now exist. In most cases today our rubber machinery is driven in units of so many machines to a line. The safety stopping devices are usually of the magnetic clutch and brake type so that the entire line may be shut down by tripping, the safety device at any machine. Let us consider for a moment what has brought about this very desirable change. Take the rubber mill as an Illustration. The very nature of the operation makes it practically impossible to place a guard at the point of operation. The inrunning rolls have to be exposed in order to feed the mill with rubber and ''impounds. After a few sad experiences, management found out that instructing the workmen to be careful on mills and calenders was not sufficient. The loss of a hand or an arm in many. cases was not due alone to the carelessness of the injured. Management realized that they also had a responsibility to their employees to equip their machines with proper mechanical safety devices. Today in every modern rubber fac tory, mills and calenders are equipped with mechanical or electrical safety tripping devices, so that it is possible for a calender or mill man who might get caught in the bite of the rolls to stop the machine within a few inches of travel after the safety has been tripped. This mechani cal tripping device in some cases is so arranged that it can be easily operated by the workman striking it with his head or hand. It operates with either a. push or pull motion and causes the power to he shut off and applies the brake, which may be mechanically or electrically oper ated. A little later on, I am .going to have thrown on the screen a few lantern slides illustrating some mechanical safeguards. There are a few general principles which apply to mechanical safe guards in addition to affording the maximum protection. 1- They should not interfere with the operation. 2. They should be strong enough to withstand not only wear and tear but also abuse. 3. The design should be simple and its parts easily accessible. 4. All remote control apparatus should be inspected daily and kept in good working order, scPthat it may be depended upon in case of an emer gency. 5. The workmen should be thoroughly familiar with any remote con trol apparatus and they should take turns in shutting down the machin ery each day by operating the safety stop. 6. Wherever practicable electric safety stops should operate on a normally closed circuit, so that when the circuit is broken the stop can not be reset and it will be necessary to make an investigation to deter-  ~I:^BMW^nriltniltji i~iyjiiijuiiii_ji- iTMMijir ABC Session 141 nine why the circuit was broken, or if the safety stop is out of order, to make the necessary repairs before the driving mechanism can again be started. Consider the human problem involved. Regardless of how good your mechanical safeguard may be, your operators of hazardous machines should be selected for their fitness as regards quick perception and appre ciation ot the hazard. They should have good vision, resistance to fatigue and an interest in the performance of their duties. Beginners should receive thorough instruction and training before being permitted to oper ate a hazardous machine and if they show no special aptitude for the work, they should be assigned to another job where there is no machine hazard. Only authorized and experienced persons should be permitted to operate hazardous machines. I have had a few arguments with engineers who think that because a mill, calender or windup is equipped with two or three stop buttons, the operator is sufficiently protected. Imagine if you can, your state of mind when your right hand is being pulled into the bite of calender rolls? Is it a simple matter to think to reach out with your left hand and place the tip of your finger on a stop button that is not more than one inch in diameter? I believe it is expecting too much of any man under the circumstances. Suppose he should do the natural thing and grab his arm with his free hand to try to pull it out and get both hands caught. I have known this to happen and the man lost both arms. The manage ment at the plant where this happened saw to it at once that proper safeties were installed and would you believe it, the workmen found all kinds of fault with the safety device and said that they did not want the machines guarded. It was necessary for the factory manager in this case to tell them distinctly that the guards were going to stay on .the machines whether the men stayed or not. Both the men and guards stayed, and the guards have not been removed in over five years. During this time not a man has been caught in the bite of the rolls. Conse quently today you could not get any of those same men to work at these machines without those selfsame guards. Last week I was talking with the engineer from our Reclaiming Plant in Manchester, England, and after telling him how we were endeavoring in this country to devise quick stopping devices for our ma shines, he immediately came back at me saying, "Why not have an arrangement so that the workmen will not get caught in the machine?" He told me -that this was the policy of the factory inspectors in England. Their point of emphasis is the prevention of the accident rather than the length of time required to stop the machinery after the man is in the mill. I be lieve you will agree with me that this angle of approach is one that should never be lost sight of. For is it not more important to prevent accidents than it is to make them less severe? It is not only a matter of justice but good business; the safety of em ployees should be of first consideration, and the management should take its job seriously and see that workmen are provided with safe working JL-iS sr uurieemti aujeiy KsViit/t esa conditions and proper equipment. I would like to impress upon those of you who are in charge of accident prevention that you assume the fall responsibility of your job, that you dig well below the surface causes of an accident and not be satisfied with evidence that may indicate that the man was careless or that the accident was unavoidable. I have had the unpleasant task of investigating many serious accidents and I am sorry to say that some accidents would never have happened if safe working conditions and proper equipment had been provided and used. Accident prevention, to accomplish the desired results, must have the whole-hearted support of the entire organization and management must be willing to back up their good intentions financially, without quibbling over minor expenditures. z Efficiency and safety go hand in hand. Neatness and order are the' first essentials of safety as they are of efficiency. I believe that a survey of our industries would demonstrate that our most efficient factories are those where the greatest attention is paid to preventing accidents. Show me a plant where your organization is doing everything possible to pre vent accidents and I can probably show you a plant, that is efficient in other respects. The November, 15123, Labor Report from the Department of Labor, Washington, states that among the 41,400,000 persons gainfully employed each year about 2,500,000 meet, with serious accidents causing a loss to industry of about 227,200,000 working days or a wage loss (at $4.50 per day) of $1,022,000,000. we figure 300 days to the working year this loss is equivalent to 757,000- men being out of employment each year--is not this a great waste in industry? A few years ago (1921) Mr. Hoover's committee on the elimination-'of waste in industry in their report stated that, "For every dollar paid' out by compensation insurance companies three dollars are lost somewhere between the employer and the employee.*' The injured workman and his family suffer loss in immediate wages and future income, - industry from idle equipment, reduced production, labor turnover and good morale. Let us remember, ladies and gentlemen, that this waste in industry of three quarters of a million men every year should challenge each and every one of us to tackle our jobs with a determination to do everything within our power to encourage safeguards and to raise our Engineering Standards. Ill doing this we will assist, in reducing to a minimum this loss in industry and the human suffering which it involves. There is another factor which I should like to bring out. So often our purchasing agents consider the question of price too closely. If one machine is priced lower than another they don't consider whether the higher priced machine is necessary because it is properly guarded. You know, with competition, many manufacturers are tempted to leave off some of these expensive guards and devices so that they can get the business. So I say, keep in close touch with your purchasing agents and those making out the specifications and see that they all receive the same "*^1! ''< llAl B G Session 143 specifications and also see that the equipment is provided with proper guards. DISCUSSION Db. Chanei' (Bureau of Labor, Washington, D- C.): I wish Mr. Beck would tell us how much time a man has to get hurt in the case of calen ders and rolls such as he has shown. The thing stops but doesn't stop before he gets crushed. Me. Beck: A. great deal depends upon the distance that the rolls are open. One man at one time told a friend of mine that he could close the rolls up on a mill as tight as possible and put his hand down in there and he wouldn't get hurt. The man did it and didn't get hurt. You see the point. There were 'not any indentations on the roll, it was per fectly smooth, and he couldn't get a bite. If those rolls were open a sixteenth of an inch he would have gotten ' nipped. If they had been open a quarter of an inch he would have gotten a good pinch. Mb. Cbomweli.: Could y6u have a tool long enough to reach in there and cut off, so the man won't come close enough to be cut off? Mb. Beck: I can't imagine that being done efficiently today but while some of us think it can't be done somebody else may be doing it. Me. Ceosiwixl: We put~ a guard over the top only allowing an inch and a half to two inches and twelve inches from the roll so a man cannot get it. We have a shover which feeds anything along that gets stuck. Mb. Beck: Do you have a bank material fed up in front of the bite? Mb. Cbomweix: No. Question: How sensitive is that trip? I noticed you mentioned that it can be tripped by the head. There is a possibility of head or neck in juries, ~ Mb. Beck: It is so sensitive that you can trip it with your finger. We have to consider sometimes whether it is too sensitive. You must watch them because they will jam the tripping device or they will tighten it too much. I have had occasions to criticize tripping devices which were tightened too much. Question: Can they trip with their foot? Mb. Beck: We have in one" of our factories a series of large rolls. They are placed in a horizontal position and we have arranged a wind up at a take-off, a tripping device at the foot. This same method can be arranged by having two brackets from the floor and a bar going across. They can hit that with their foot. They can not go in because they must touch the tripping device. You can arrange this same tripping device anywhere and the thing to do is to find out where it is needed the most and that Is the place to put it and the thing that I would sug gest is that you analyze your causes and then find out where your acci dents are happening and dig right down into the bottom and find out what is the best thing to do to protect that hazardous condition. Question: How do mechanical brakes compare with electrical? Mb. Beck : I was in Trenton awhile ago making some tests and I 144 Fourteenth Safety_ Congress . was very much surprised at the efficiency of a certain type of brake they were using there. It was a mechanical brake; the cable came across on pulleys to the tripping device on the mill. The man struck the trip and it automatically dropped the weight on the brake and, as it did that, it cut off the power and the brake was so arranged that you could move' the brake on that level and when it was down there it shook the very ground you were walking on. It stopped too quickly, to tell you the truth. - THE NEW EMPLOYEE H. J. Kelley, American Seating Company, Grand Rapids, Mich. Fourteen years ago, when the N. S. C. was organized, one of the prin cipal subjects of discussion was, "The New Employee." Conditions in industrial plants of today are greatly different from those of fourteen years ago, thanks to the National Safety Council. The National Safety Council, too, is a far different organization from that group of pioneers that met in Milwaukee.^ But today, after fourteen years of progress, we meet again--to discuss^ the old, old subject of "The New Employee." The startling fact about the new employee Is that there are so many of him! If he only were THE new employee it would be a simple matter to take him into the organization and make him a part of it. But the difficulty is that he is not THE new employee, he is~ a million new employees. Last year our plant Had the lowest turnover of labor I have ever heard of, yet tee had 300 new emplojrees. In other years we have hired from five hundred to eighteen hundred new men--in order to maintain a full crew. In view of the fact that conservative estimates place the average rate of labor turnover at 100 per cent it is reasonable to assume that you, too, have had considerable experience with the new employee, so ft behooves us to get together and exchange views on how he should be handled, and when I have finished this talk, which I shall make very brief, I hope many of you will give us the benefit of that experience. Next to the mere fact of numbers, the new employee is a problem be cause he is far more likely to get' hurt than the old one. In 1922 we had four times as many accidents per man among the men who had been employed less than a year as among those who had been employed a year or more; in 1923 five times as many and In 1924 twice as many. So even under the most favorable conditions the new employee is twice as dan gerous as the old. Now we have heard so much of the high cost of labor turnover that I had hoped to get through without talking about it, but an examination of the facts has proved to me that accidents follow labor turnover-- up and down. I have here a chart showing labor turnover,--frequency of accidents--and severity of accidents at our plant, and you will note that for the first year shown--1920--they were all high--and that they fell together in 1921 and 1922. We were no different from many other A. B C Session 145 plants at that time. We were interested in safety work. We had safety committees. We were charter members of the National Safety Council. Our manager was one of the founders of the Grand Rapids' Safety Council. We carried on Safety advertising and safety education. In short, we considered ourselves first class safety men. In 1921 and 1922, when our accidents decreased we thought we were on a permanent down ward curve. Imagine our chagrin when in 1923 we suffered a relapse and although we extended ourselves to prevent accidents, we were unable to make as good a showing as in the previous years. Now we knew in a general way that it was because we had so many new employees--but we did not realize the full significance of it until the following winter when we made a comparison of labor turnover and accidents, and this is what we found--that frequency and severity of accidents rose and fell with labor turnover in almost the same propor tion. So it is our belief that direct safety work is hot going to be very successful without an accompanying reduction in labor turnover--and that unless you know a lot more about new employees than ice do, your' best method of preventing accidents is to have fewer new men. However, there are some things that can be done to help make the new man a safe man--and presently we shall talk about these. The point I want to make now is that the reduction of accidents is largely a 1`esult of satisfactory industrial relations, for which the only substantial foun dation is good will and confidence between management and men. Prior to 1919 relations between our management and men were not altogether satisfactory. There was no definite disagreement--but there was an absence of understanding and confidence because, although man agement and men had organized to consider together the matter of safety, there was no organization in which they consulted on other mat ters equally important to both. Bach lacked the other's viewpoint. Feeling the need for closer cooperation a mass meeting .was held in 1919 and an employees' congress was organized. -Now I am familiar with other forms of employee representation--and I have the greatest admiration for those which are conducted in a spirit of mutual helpfulness and fair dealing. I believe that the form of or ganization is unimportant so long as the spirit is right--but so that you may understand what our congress has done it is necessary that I out line briefly its form. There is a cabinet composed of superintendents, a senate composed of foremen and a house of representatives composed of the rank and file workmen. The house and senate each works through committees, one of which is the safety committee. I have not time to. go into the work of these committees further than to tell you that they are very active and that we rely upon them greatly. At that time--1919--our method of employing men was very crude. At seven o'clock men looking for jobs would gather outside the gate and the foremen wanting men would go out, look them over and make a selection. It was a hasty, haphazard proposition with the odds about ten 14G Fourteenth Safety Congress to one that the man employed would not be fitted for the job. Separa tions from the company took, place in about the same way. A man would find that for some reason--real or fancied---he didn't want to work there and just wouldn't show up for work in the morning. Or the foreman would find the man was not making good--and he would be discharged. So we had a constant flow of men, at the gate and out at the cashier's window. Interviews Revealed Chief Causes of Turnover Oue of the early recommendations of the congress .was that an employ ment department be established which would employ all new men and interview all men who were leaving. This last was perhaps as important at that time as the first. By interviewing men who were leaving we accomplished two things. First, we prevented many men from quitting by making adjustments or transfers, and, second, we learned from these interviews what were our principal causes of labor turnover and were able to remove them. T Another recommendation of the congress was that a first aid room be established and put in charge of a full time graduate nurse. Shortly afterward it recommended that new. employees be required to pass a physical examination. I tell you all these things so that you may understand the sort of organization the new employee finds when he enters our plant. Xow what kind of a fellow is this new employee? Perhaps some of you have not considered how much newer a new man is in industry today than a generation ago. In the old days, we employed artisans or journeymen who had learned a trade as apprentices and whose work ivas much the same in every shop. Today our machinery and processes and men are so highly specialized that the skill acquired in one plant is of little value in another. Consequently we place less importance on ac quired skill than general intelligence--less on ability than adaptability. In fact if we could get really NEW men it would often be better because then we could teach them from the ground up and they would not have to unlearn a lot of bad habits they have learned in other plants. We look for a clear eye and a steady hand, at least an eighth grade education, the ability to speak English, an appearance of neatness and cleanliness, a record of fairly continuous past employment, a will to make good and the physical stature to fill the job. These--coupled with intelli gent handling, will produce a good workman and a safe workman in most cases. Before a man is finally employed the foreman is given an opportunity to talk to him and pass upon his fitness to fill the job. At this time the foreman often takes the man into the department where he shows him the work, pointing out the importance of working safely and telling him about the department's safety record. Xext he is examined by the doctor who watches particularly for hernia, high blood pressure, defective sight and hearing and venereal diseases. Particularly in the matter of strains and hernia we know this has done A ----r1 ABC Session 147 much to keep down the accidents. When we find a man who is unfitted to do one job we use him in another if possible, although sometimes we have to turn him down. Learns About First Aid Department Perhaps the most important thing about the examination Is the intro duction it gives the hew man to the First Aid Department. First of all it shows him that we have a First Aid Department and where it is. While he is there for his examination probably he sees men come in with cuts and scratches to be cared for. - The nurse always gives the new man a very earnest talk about the chance of infection and the importance or reporting minor injuries. Sometimes she makes an object lesson of it. She will take some big husky fellow who has come in with a tiny scratch or cut and will talk to the new man like this--"Here is Mr. Jaeger, he doesn't look like a weakling, does he? But he knows that if these little cuts aren't taken care of they may - become infected and cause blood poi son, so he always comes in and gets them taken care of"--and while she talks she goes ahead and treats the injury while the new man is watch ing. She asks the-new man what department he is going to work in and then says--"Oh, Mr. Davis is . your foreman, he always sends his men down to the First Aid with their injuries, no matter how small"--or "he is awfully nice about letting his men off to come down here." Every new man, in addition to these contacts, is given a copy of our plant publication. The Seater, and an employee's handbook which is a guide to plant conditions. These are intended to tell him things he needs to know and wants to know about the organization. The employment man tells him that we hope he will enjoy his work and get along with it. He tells him that he may feel free to ask questions of his foreman or the employment department. He shows him where he may park his automobile during working hours and he tells him that he Is represented in the employees congress by one of his fellow workmen and that he should make his -acquaintance. He tells him. about our athletic program and asks him about his interest in sports. If he takes part in athletics the employment man sees to it that he meets the men who are leaders in the games. ^ All these things take time and cost money. They are not done solely in the interest of safety but rather to make the new man feel that he is a member of the organization. Once he has the feeling that he is a real member of an up-to-the-minute outfit he is willing to accept the viewpoint of the whole group and to cooperate in safety as well as in other things. Reach Workmen Through His Family Another angle of approach is through his family. We have a form letter which is sent out to the wife, mother, sister or other member of his family, telling them that we are glad to welcome him into the or ganization and that we want their help in making his connection pleas 148 fourteenth, o/ eiy ant and profitable. We call attention, to some of the hazards of tb work he is to do and ask them to talk to him about working safely ever; day and particularly about reporting promptly any minor injuries. W have had some very interesting replies to some of these letters and w believe they are an important part of the introduction of the new en ployee. Let me read this one to you: `7 hace received your letter in regards to Carl Johnson^ employed b you. I thank you and I appreciate what you are doing for your en ployees and also I know that the American Seating Company is as goo a fit'ni as there is any place in the country. As for Carl Johnson he i young but he is absolutely reliable in every respect and I will back fcti to the extent of what a Michigan farm is worth.'' I cannot tell you how much we have benefited by some of these pol cies. Six years ago our working force was 79 per cent foreign bor: Today it is SO per cent American born. The average education of one < our employees is the eighth grade and over 90 per cent of our men ha-* been with us over a year. Well, maybe I have said enough about the preliminary steps in hirii the new employee. It may strike some of you as a long drawn out pr cess, but we have found from experience add from talking with some our men long after they are hired that it impresses the new employ with the dignity and responsibility of his new job and it certainly tel him in a very practical way that his safety is a matter of concern the rest of the organization. Now another thing, which is bound to effect accident rates to the n employees is the kind of jobs they fill. Of course if there are conditio causing a rapid and general turnover of employees, the only thing to is to hire men to fill the jobs vacated, regardless of what they-are, b with a low turnover it is possible to transfer men from jobs requiring 1 tie skill to jobs which are more difficult. Thus when a man is worki on a difficult operation which is new, or partly new to him, he is r handicapped by the feeling of strangeness and bewilderment which oft besets a man when he is first employed. Here again our safety progrs fits in with the whole industrial relations policy of promoting men whi we already know to jobs which require greater skill and which con quently pay higher ywages. Incidentally the thing works in a cir because nothing does: more to reduce the wrong kind of labor turno'i than an intelligent policy of promotion. And now we come to the part played by that much discussed, mi maligned, all important .executive--the foreman. In the organization our congress, and in the addition of staff departments we have neinterrupted the flowyof authority and responsibility between managem and the foreman, and foreman and men. After we have selected new man and have examined him and lectured him and got him res for the job we must never forget that the foreman is the man out the firing line who has to take him and use him in getting out the i duction. We must never forget--nor permit the foreman to forget--t .jaMBBi,. MaSHHA. A. B C Session 149 In the last analysis he Is responsible for what goes on in 7tis department and one of his greatest responsibilities is the safety of his men. Foremen, like all of its, need education and inspiration and if it is given in the right spirit they welcome it. In our employees congress, the senate is one instrument which has functioned successfully in edu cating the foremen to the new and growing responsibility of their jobs. In. Grand Rapids we have a course in foremanship conducted by the city schools and all of our foremen have taken this course on company time. Among other subjectes the course touches on safety, hut perhaps more Important than the direct instruction in safety, it eaches organization, personnel and methods of teaching, all of which broaden and develop the foremen, making them better able to handle their departments in a matter beneficial to the whole organization. Lauds Work of Local and National Safety Councils The Grand Rapids Safety Council has conducted safety schools for fore men which have been attended by most of our foremen and which have enabled us to bring to our city some of the best safety men in the country. I cannot speak too highly of the work of the National Safety Council. Almost since its beginning we have sent men from the plant to the annual congress and the ideas and inspiration brought back by them have been a very important factor in reducing accidents. It is not always possible to send many foremen to these meetings but last year in Grand Rapids we were able to hold a two-day regional meeting which was attended by all our foremen ancLfrom which we benefited far beyond our expec tations. In holding this meeting we received the fullest cooperation from William H. Cameron and Dean Keefer of the Headquarters Oflice. If you have an opportunity to hold one of these regional meetings, I can not urge you too strongly to do so and to make it possible for all your foremen and safety committee men to attend. You will be amply repaid. The extent to which our safety work and production work has been intermingled is apparent. Side by side with our efforts to. prevent acci dents has gone on the work of cutting costs and improving the product. Accountants and inspectors can't do these things unless the men in the plant are working with them in a spirit of mutual confidence and respect. So it is with accident prevention. Safety'-engineers, safety committees and personnel men canit stop accidents unless Tom, Dick and Harry out in the plant arb applying their hearts, and heads, and hands to the same job. In conclusion: Theuaew employee is a tremendously important per son because we get him in such large quantities and because he is so very susceptible to accidents. Taken in large quantities it is impossible to protect him from indus trial accidents. It is, necessary, therefore, to reduce the turnover ol labor to a point where the number of new employees is small enougt to permit them to be assimilated slowly and made old employees. 150 Fourteenth Safety Congress The reduction of turnover is a matter of general industrial relations policy, prompted by a genuine desire for mutual fair play. Given a reasonably low turnover it is possible to make the new man a safe man by intelligent selection, introduction and training, and in the last analysis the foreman is the man upon whom falls the responsibility of training. Lastly, safety is a matter of education but we must not forget that before manager and executives can educate others they must first be educated in the extremely interesting and profitable subject of human relations in industry. Our labor turnover in 1920 was 183 per cent. Our frequency of acci dents was 1.07 and our severity, .799. In 1921 we reduced our labor turnover to 74 and our frequency of accidents to '.36 and the severity of accidents to .309. In 1922 the labor turnover was 57 and the cor responding reduction was .23 for frequency, .201 for severity. In 1923, our labor turnover increased to 86 per cent and consequently our fre quency of accidents increased to .38 and our labor turnover was the direct cause for the increase. The severity was .237. Last year the labor turnover was better and, including everything, the frequency was -27 and the severity, .176. Our prediction for 1925 is a labor turnover of approximately 3S per cent with a frequency of .19 and a severity of .163. DISCUSSION Mb. McCr.RT.nA2C: When a man, is injured and he Is not able to handle his old job, what does your firm do? Mr. Keixey: We, like a great many other plants, have been studying that subject and our nurse^and two of the hoys in my department are attending all the sessions of the rehabilitation congress. Very often, men return to their jobs unable, perhaps, to do their work, due to stiff ness of a finger or thumb. They cannot go right back to their old job until the nurse has had time to get that finger in shape by magago treatment. We always have a place for that man. Mb. McCxeixaic: It is compulsory for a man who has a slight injury to go to an emergency hospital for treatment? Mb. Keixey : Our plant is being revamped right now and we will have a more modern, place .shortly, but our first aid department Is over a block from one of our new buildings and even in that new building the men have to come to our first aid department, but we have never made it compulsory. It was instituted by the Workmen's Council and we have never had to sell the thing. We have been fortunate in the type of women we have hacL in our first aid department. Questions': How do you handle minor injuries on piece work? Mr. Keixey : Everything in our plant is done on the piece work basis. Almost all our employees operate on an incentive basis and these men go into the first aid on their own time. We have never had any ques tion about that. I believe that if a fellow takes a walk over to the asmism. X lit?;:;.*. m A. J? C Session 151 first aid department it is. a little relaxation for him. Anyway, he can make that up when he gets back on the job. Of course if it is necessary for the workman to go home for a part of the day, without putting it before the board, that man is paid his average rate of earnings. Chaikmak Tekeb: I might say with us, in one of our departments the men are susceptible to scratches on sharp edges of strips and it was a case where Mohammed wouldn't come to the mountain so we took the mountain to Mohammed. That has helped us to keep down infections by taking the antiseptics to them. Question: You say all your employees are grammar school graduates. What about the illiterate man? Mb. Keixey : We have never drawn the line but in the five years of our intensive industrial relations program we have been so fortunate in working out that program as to have full time production over all those years and we have attracted only the other type of man to the plant. It is very seldom we have any applications of the other sort and unless it is absolutely necessary, if we can get a man who has a grammar school education, we hire him. I think that is good employment practice. Question: I should like to ask whether his safety committees of employees and foremen function separately or together? Mb. Keixey : They function separately. However, due to the fact that the foremen meet a week after the House of Representatives, we always give the foremen committee a copy of the House Committee's findings. Question: -- How does your employee committee function? How often do they function in the inspection of the plant, seeing that they are piece workers? Mr. Kelley: We have an inspection by the Employees' Committee once every month and in some cases we have men making as -high as a dollar, in one case five dollars an hour on an incentive basis, and he is paid on that basis -when he is making a committee investigation or in spection. Question :. Does the inspection by your safety committee have a ten dency to allow the foreman to sort of lay down on the job in keeping up his department? ~ Mb. Keueet: On the other hand, I might say it urges the foreman to watch those things much closer in his department. HOW THE WORKER CAN BE EDUCATED BY THE FOREMAN G. F. Prussing, Union Oil Company of California, Los Angeles, Cal. In all this safety work as I have seen it, in the few years that I have been on it, I have come to the belief that personal injury prevention is only one phase of the- whole problem of properly utilizing that darge factor in our industrial composite which we call man power. We don't build men's bodies but we do, in a very large measure, fur- ..rif-'wwwi MajaMliib 152 Fourteenth Safety Congress nish their minds with the ideas and the habits which make it possible to utilize their bodies. And so, in dealing with safety, you have to deal with the subject as part of the whole problem of making the man of maximum use on the job. Briefly, that can only be accomplished, I believe, in three wa; s: first by a study of the requirement of the job itself; second, by a definite plan whereby the man is taught how to fulfill the job with, greatest efficiency and with maximum safety to himself and the men with, whom he works, and third, by absolute discipline, so that in the course of his training the best and safest way of performing that job becomes a habit with him. ------ Then he must be taught the best way of doing a job and it is just as easy to teach him the best way as it is to let him learn any other way by himself. At any given time and taking any given job, it is possible to make up a number of elements which compose the best way of perform ing that task, known at the time. Our present industrial system makes It possible to split jobs into elemental tasks, and doing' that it makes it possible to compare the method, the time and the efficiency whereby these elemental tasks are performed. In integrating or putting together these elemental tasks and taking in each one, the best method thus far obtained by arriving at a method for performing the old task, which as I say is at that time the best method. That is all elemental and I suppose is perfectly known to all of you and I mention it here only because it has this one significance that the best way of performing any task is always the safe way because safety is always efficient. ~ The effect that an injury has upon the morale of a force is so well known that I hardly need quote an example. I saw it exemplified about ten years ago when the Ford Motor Company's Chicago branch had a man who tripped while carrying a piece of windshield glass and sus tained a gory wound on his hand, causing arterial bleeding accompanied by fainting. It was three days before that gang working on the wind shield conveyor got back to: maximum production. It was purely a mental upset on their part. ~ Ford Methods Speaking of Ford and Fdfd methods: while it is not at all original, is was through the acquaintance with that organization that I got my first introduction to the extent to which men can be trained. It was before I went to work for that organization. I was not with them very long when I decided to take :my Ford to the plant for repairs. I was in Detroit at that time and Ford was doing repair work as well as retail selling and I explained to the mechanic that the differential was shot and a lot of other things and he wrote up a ticket and then I asked for the privilege of seeing the man repair that Ford axle because I had never seen the inside of one of these plants. Having gained that permission I followed the job through the shop as it went along on the conveyor. As soon as that job landed beyond the gate of the actual repair depart ment. two greasy stalwarts looked at the ticket, said it was a rear axle JL B G Session 153 job, dropped it in front of tbe man who was working in tbe rear axle assembly, and there it stood with, a little tag on it for a while, while I watched him work. Presently, having completed the one he was working on he grabbed It, never looked at the ticket. He didn't know it was my prize Lizzy; he merely took that axle and dropped it in place. He boiled all the in wards in a big pot of lye, cooled it off, gaged it for wear and tolerance, rejected those parts beyond his tolerance limit, drew out from the stock room such parts as needed replacement, assembled it, ran it for a moment to see that it was not noisy, gave it a quick coat of fast drying black enamel and dropped it back on the rock provided for that purpose in front of his little stand. His entire^ effort on behalf of that rear axle lasted just two hours. As I stood watching him the thing struck me was that every move he made was effective, that every time he picked up a tool he used it. and every time he got through with, it he put it where it belonged, that his motions were all thought out to the best advantage, that when he picked up the rear axle and dropped It on the bench it was in the proper position and he didn't have to turn it over. Just because I wanted to see if my machine was an exception I watched him work all the rest of the afternoon and he did one rear axle every two hours. Now. as I afterwards learned, that man hadn't thought out his own job. Every move had been thought out for him but he was paid $5 a day, which was 50 per cent more than he could earn anywhere else, and because he was paid more than he could earn elsewhere he was disciplined to take instructions and those instructions were given him by men who were employed to use their heads. Not only the engineers who made the time studies out the foreman who actually stood over him and taught him patiently to repeat the motions made It possible to overhaul the axle in two hours or four rear axles every eight hour day. 'zr Instruction Must Come From Foreman If it is to he successful that type of instruction must come through the foreman to whom the workman reports. But in dealing with safety, the psychology of the man on the joh la, different from that of the foreman, and the main thought that I would like to present today, per haps only by way of suggestion, is that the psychology of the foreman and the psychology of the man on the job are different, and that while it is necessary finaliy to get safety and caution and efficiency into the mind of the man on the job. It is necessary, in order to get it there, to deal with the mind of the foreman. What is a foreman? He is usually a workman who has distinguished himself, who has risen above the crowd through enterprise and a display of energy, and perhaps brain power enterprise principally. The thing that has distinguished him has given him certain advantages. Ordinarily, those duties relieved him of the tediousness of manual labor and gave him in return a job, usually at a higher rate of pay, in which he 154 Fourteenth iSafety~~Uoiigress exercised bis faculties which to him are more pleasant than manual labor. -- In order to take advantage of the very thing that has made that man a foreman, one has usually to play upon his pride in his position. You will find, I think, that most foreman are pretty jealous of the fact that they are foremen. The worst discipline that you can meet out to a* man who has once reached that position in a gang, (and frankly x haven't seen it tried where it hasn't been a failure) is to replace him with another foreman. He can go into another gang, perhaps, as a member of the gang but he cannot go back to the one from which he has come. It is a matter of pride. -- Therefore, to teach safety to men through their foremen, it is neces sary to play largely upon the pride of the men who direct them. There is a real relationship between craftsmanship and safety. I think it is one of the outstanding characteristics of our modern indus trial age. ' The craftsmanship that we are losing is in the same pro portion as we are increasing accidents in. industry in general. Craftsmanship is more than the art of doing a thing well. It is pride in the art of doing it well. Pride that makes it necessary, absolutely necessary that the job must be done to perfection, at least perfection as it is represented in the mind of the man, and craftsmanship on the part of the foreman is a very, very real thing. Making Safety a Matter of Pride It has been my own experience in the efforts we have made to organize safety in a company on the Pacific Coast, employing about 10,000 men and scattered over the entire Coast, that no effective safety work can be done until you get the foremen together and make safety work a matter of pride with them. When that has been done you have made the first start on your safety program because the foreman, when all is said and done, is the brains of the labor unit he represents. They are the muscles, well trained perhaps or otherwise, but in the last analysis they are the performing element and he is the thinking element of that gang. When you organize the brain element you have made the start toward directing the other. No foreman who has pride in keeping accidents in his particular organization down can help but re duce accidents for the simple- reason that practically every move in a labor gang or other gang directed by a foreman is the direct result of his thought. He trains the new men, he directs the old men; he disci plines those who waiver from the proper way of doing work. As we progress in safety work I believe that we will learn more and more that safety work in industry will have to be worked out through the foreman. It has been my pleasure to talk to a number of fore men's meetings in Los Angeles. Some of these have been groups of foremen within a particular industry and, at other times, they have been schools for foremen organized by our local society of safety engi neers to which are sent by their companies the foremen from the various industries of that district. A. B C Session 155 Last year the attendance at our foremen's school ran close to 600 in a district which is essentially not industrial and yet for eight consecutive Wednesday nights an average of 600 men turned out in order to learn the elements of safety which they could carry back into their plants. We started a little competition among the superintendents of the various plants represented, who also came and gave a banner to the organization having the largest days of attendance, total days of attend ance, and in that way helped stimulate the thing. The year before it was half that number. What it will be next February I do not know, but the idea is growing and I think -solely because it has proved the most effec tive way of reaching the men. We have to learn that men must be governed through their minds. We have to learn that when a man applies for a job his capacity for that job can be ascertained only by such tests as have been evolved for the measurement of what he has inside of his head. We speak of skill of muscles and of hand, but we realize that when you get down to it, it is really a reflection of the training a man has had, in his mind and as I said before, the way to a man's mind is through the man who teaches him, through the man who gives him his instructions when he first enters a company, through the man who in the last analysis is responsible for his position on the job and that man is the foreman. "SAFETY COMMITTEES'1 Geo. Hodge, Assistant Manager of Industrial Relations International Harvester Company, Chicago, III. There is no need to apologize for trying to present at this meeting some helpful thoughts on "Safety Committees". True enough, it may be in the safety expert mind a well-worn topic, a well-settled- question, but is is a vital element in any safety program; it is a live subject in any safety gathering held for the special benefit of new or junior safety men. The managing director of the National Safety Council, Mr. W. H. Cameron, doubtless knew exactly what.- he was doing when he assigned this particular theme for the A. B. C. Session. Safety organization is a pre-requisite of effective safety work. In any sized plant, big or little, some sort of a safety committee is an essential of systematic and progressive accident prevention. It is the the best medium---the only real medium--yet devised for bringing the ideas of the employes to the attention of the management and the policies*- of the management to the employes. The new or junior safety man in attacking his problem as regards organization and safety committees should consider the following very carefully: 1. Size and type of the industry. 2. Personnel of committees, whether all employes or half management and half employes. 3. The safety problem, whether one of mechanical guarding 156 Fourteenth Safety Congress For the purpose of discussion and to reach, the objective at the ABC Session, I will group the application of safety committees under three divisions--A, 33, and C. "A" Group--How many here represent independent concerns em ploying from one to five hundred? Various Types of Safety Organization Bet's assume that your mechanical aquipment is reasonably safe guarded, that your hazards are the usual ones in regular manufacture and that your problem Is therefore one of education- I can't of course, offer any panacea, any "shotgun prescription" for accident pre vention, but I can present for your consideration some experiences with various types of safety organization, as follows: 1. A wood working plant which is manufacturing wagons .and employs approximately one hundred and fifty men. Accident insurance companies recognize wood working machinery as extra hazardous and the nature of the material handled creates a special liability of numerous small injuries. The superin tendent, safety inspector and works council represent the safety organization. Because""bf the interest of the superintendent in accident prevention 'and through the co-operation of the council and the foremen, the safety spirit has permeated the entire organization. Result: The plant is now operating in its twenty-second month without a lost time accident. 2. A cordage plant employing about five hundred men and women. There is a safety committee composed of two em ployes and two foremen and a plant staff committee composed of the superintendent as chairman, assistant superintendent, master mechanic, electrical engineer, general foreman and the safety inspector acts as secretary. The plant staff committee acts on major safety matters and co-operates with the safety committee. Result: The plant has just completed one year without a lost time accident. -- "13" Group--How many represent independent concerns employing from 500 to 4,000 employes? I submit a few experience*; for your con sideration as follows: 1. A steel mill employing 2,700. It has a plant staff com mittee of executives which meets once a week to discuss man agerial problems. The superintendent shows his interest in safety by putting accident prevention as the first order of busi ness. The management at this mill believes in safety commit tees composed of all employes, and the safety inspector there fore has a deputy in each department. The superintendent places the responsibility for accidents entirely upon his fore ABC Session ior men and expects them to create and maintain in the mind of every- employe a personal interest in preventing accidents. Result: Comparing the record so far this year -with the aver age for the last three years, an 80 percent improvement has been accomplished. 2. A farm machinery manufacturing plant employing about 4,000. There is a plant staff committee consisting of exec utives as in the instances already cited. There is a works council safety committee composed of two employes and two management representatives. Because of the size of the works, departmental safety committees are appointed in such depart ments as wood-working, malleable and grey iron foundries, etc. Result: Comparing the record so far this year with the aver age for the last three years, a 20 percent improvement has been accomplished. 3. An automotive plant employing 2,800. A works coun cil safety committee co-operates with the plant staff commit tee. Every two Weeks the plant staff committee meets im mediately after luncheon in the plant cafeteria. In addition to the usual personnel of the plant staff group, the foremen at tend one meeting and the next Is attended by the assistant foremen, chairman of the employe representatives of the works council, as well as various employes from hazardous depart ments. This works has been, considering for some time the advisability of appointing deputy safety inspectors in each department. Result: Comparing the record so far this year with the aver age for the last three years, a 70 percent improvement has been accomplished. "C" Group--How many "represent corporations having plants in vari ous cities? ' This type of organization presents a broad and complex problem in securing a free and continuous interchange of viewpoints between man agement and men.. My first example, a small plant of one hundred and fifty employes, showed the ideal relationship of daily contact between the superintendent and all employes. As to how the large corporation with widely separated plants meets . its larger problem. I submit the following: = The corporation as a whole employs normally 40,000. The thirty operations represent a cross section of industry--coal and iron mines, steel and rolling mills, railroads, 'manufacturing plants, twine mills, ate. The interchange of viewpoints is accomplished through a central safety committee in the general offices of the company. The person nel includes the vice president in charge of manufacturing as chair man, manager of works, five works managers each having five. plants under his supervision, and manager of industrial relations, with the 158 Fourteenth Safety Congress chief safety inspector acting as secretary. This body meets every month and reviews the records of the various plants, etc. The plant staff committees refer major items to the central committee, which has the power to formulate general policies relating to accident pre vention. As showing that this body is a real live working group, I cite some of the subjects as to which it has issued definite rules and regula tions : Guarding of belts. JBelt fasteners. Belt shifters -- Controlling mechanism 1C levator gates Floor loads Goggles--handling molten metal, etc. Goggles--packers Knife head for wood working machinery Bathe . dogs ^ Leggings--shoes in foundries Scaffolds ^ Electrical construction and equipment, etc. Under the auspices of this committee a monthly pamphlet is published for distribution for foremen, local committees, etc., and is the means of putting in. their hands safety information which the committee de sires passed, along to everyone in the organization. It will be seen that the broad principles of safety are laid down by the central safety committee and the plant staff, council and depart mental committees take care of the detail application of accident pre vention rules. .Result: Comparing the record so far this year with the average for the last three years, Ti varying but most encouraging degree of. im provement has been accomplished, as follows: 2 plants--100% improvement 6 plant-- 90% to 100% improvement 5 plants-- 70% to 90% improvement 3 plants-- 50% to.. 70% improvement 6 plants-- 10% to 50% improvement 6 plants--no improvement Total --2S -L_ The foregoing is on the basis of lost time, but on the basis of sever ity--number of days lost per 1,000 hours work--the following has been the result: ^ 1933 3.0 Days _ 1924 2.5 1925 (9 months) 1.4 " Conclusions--I have citedvariousoperations and various types of safety organizations to show that any form of committee is worth while A. S C Session 159 and that some form is essential--provided that the interest o the man agement is present, coupled with the ability to create and maintain the interest and co-operation of employes. No matter how much accident prevention is discussed in committee meetings, unless the information is passed along to the man on the job, little will be accomplished. The objective therefore, of the safety committee should be the purpose of disseminating safety and educa tional data to employes. - In closing I want to emphasize an important phase of safety work. In organizing for the prevention of accidents, we are apt to forget that the foreman is the one man responsible for the safety of his depart ment and that the safety organization, composed of the safety depart ment and all committees, simply represents a service department to assist the foreman in meeting his greatest obligation--that of the conservation of human life and limb. DISCUSSION Question: I would like to ask the speaker whether or not he fur nishes the safety committees with identification badges, et cetera? Mb. Hodge: We do not. Question : In the plant staff meetings at which safety was discussed, what phase of safety was discussed? Mr. Hodge: All phases of safety. Question: Do they have the safety committee investigate any major accidents immediately after they happen? Mr. Hodge: In our own organization the council man or the com mittee that is delegatetLwith the duties of accident prevention can go at any time and investigate any accident or any condition. -Question: In states that have open liability there is information that sometimes goes out that shouldn't. Where there is an open legal lia bility, does the information in all detail go out--perhaps there is some information which the management would not wish to disseminate? Mr. Hodge: If you are sincere in accident prevention, there is ab solutely nothing to hide. (Applause.) If there is one thing that the Harvester Company does it is to protect the man and if the foreman or the management is at fault we accept that responsibility, legally or morally. j ^-- Question: The speaker said that he depended upon getting this infor mation decided, on by the^ executive committee to the men as a matter of information. I would like to know how that is conveyed to the 40,000 employees in his organization--by printed matter, word of mouth, or what? Having in mind a great many of them do not understand printed matter, how does he get that across to the men? Mr. Hodge: Let us take the matter of wearing goggles in the foundries. The central safety committee lays down the broad rules and regu lations that a man shall wear goggles. That goes to the plant c, staff 3 60 fourteenth /safety Uongress committees. The information is given to the councils and there the employees are represented by men -who can talk their language and so forth, and through the foremen and the employee representation and the safety committees that message is carried back to the' man on the job. Question: What authority does the committee have? What does it do in regard to that- matter? Where does -it begin and where does it end? Mb. Hodge: Let us Take a matter of recommendation, for instance. In our plan of employee representation where a man can bring up any subject of mutual interest, of course safety comes under that. They might make a recommendation we will say of which the management does not approve. However, on the council it is equally represented, half men and half management. Let us take the matter of wearing goggles In the foundry again. Let us say we put that over in the organization where the foundry men say: "We will not wear goggles." They are violating a rule of the company. You. want to protest that. The proposition would be put up to the board. We will say it goes to a vote. The management votes it shall and the employees vote It shall not. You have a tie vote. It is up to the chairman to open discussion and try to get a compromise, if pos sible. If he can't it is automatically referred to the president of -the company who gives the thing consideration and returns his answer in ten days, and if his decision is unsatisfactory to the employees it may be referred to arbitration. We have never had a case of that kind wherein in an open meeting we couldn't convince the fellows it was the thing to do or not to do, or at least try it out. That is the advantage of six^ years of experience. We have had this experience in meeting the management and men. We have found where the men have all the facts their judgment is sound and we have had no trouble in this matter. Question: May I ask if those who are forced to wear goggles have their .eyes examined? Mr. Hodge: Yes, they do. We furnish goggles free of charge and if his vision needs correcting we stand that expense. Question: Is there any special reward or compensation held out to the men below the rank of foreman who sit in these committee meetings? Mr. Hodge: No, they get their average earnings. Question: Do you have any experience in changing the personnel of the safety committee--in doing that whether they still maintain the same interest of safety after as they did before? Mr. Hodge: I think in the safety movement and in the plan of em ployee representation one of the finest by-products of that is the ex perience they gain in sitting in these meetings and they go back real missionaries on the job. It is a fine training for them and they do go back and tell the men on the job. They are better employees because they- have a better understanding of how these problems are taken care of. A. 2$ C Session 161 Ocestiox: How long at term do the committees serve? Ms. Hodce: They are cieetcd for a year. If they are good, they are re elected; If npt, they are replaced, Qu'estiox: Do these committee men get in contact with each in dividual in their department or through mass gatherings? Mb. Hoocb: Through contact and bulletins, et cetera. In the large departments we have departmental committees. Caimux Tester: I should like to ask Mr. Hodge a Question. We find beneficial results in our committee from, departmental meetings, that is, meetings of entire departments of forty or sixty men. Have you had any trouble In getting the rank and file to speak out? Mb. Hodcxc In the last four years I have acted as chairman of council meetings in all parts of the country In something like 750 meetings. It is rather Interesting to go around. One day there will be a council meeting in a railroad office, another in a steel mill, another in a little town of 10,000, et cetera, and as you get away out in the small towns they are a little bit reluctant to talk about things. You are a little while In getting them warmed up but if yon Just stay with them and are informal yourself and malm ft a family affair, one by one you will get them loosened up, but I never have sat in a meeting as chairman of a railroad meeting or steel meeting that I had any trouble of getting an expression from the people, Qcesthot: I would tfte Mr. Hodge to talk about the council minute book that is gtwa aff the employees. t Mb. Houe*r Owe C the biggest things of these meetings Is that the minutes go to every amam * the bk I missed that. Qunaus: Pint gwltbs is nraifa for the education of the foreman along safety ftst? Ml Iloyr.r: Tie am must first go to his foreman and get an answer from him. He mutt go fade the council before he has gone to his foreman, so the fare--a stiff has that responsibility but we have the machinery for the ana who wants to go dear to the tops, who possibly wouldn't if we didn't have a plan of employee representation. The education of the foreman must be done through meetings and our plant safety cvunkM* does iadode the foreman In that meeting and we Issue a pamphlet oee a month which is fan of educational ma terial poisthf eat to the foreman the things that have bees causing our accidents aad Hiring him material with which be can operate in his particular <Ti |Wi 11 nil nf Question: I would like to ask a question. In your opinion, does state compensation tend to increase or decrease the interest In safety? Ml Hooce: I think that most of the employers are Interested in safety because they believe in it. The conservation of human life and limb is a very important matter to them. Certainly, the compensation laws have had their effect on the man who, perhaps, was a little slow in realizing his moral obligation because his pocket-book has been tapped and that has aroused his interest in safety. JL UV ~ --J --cr Ch,urma>- Tekek: I can also add a little to that. In nearly all con: pensation plans, certainly in the state of Ohio and others where ther are state funds and even where there are no state funds, the manua of premiums will increase or decrease according to your merit ratini If you do not minimize your accidents the next time your policy fall due you get a lower reward for accidents and a penalty for having then; so it affects the pocket-book there and any employer would be very ue wise to drop his interest in safety merely because he thinks he is cot ered by insurance. Question: Reference has been made to the education of the man 01 the job. I have had a little experience in that during the last year o so and I have worked It out on these lines. In order to educate the mai on the job you have got to form a little habit of safety in that man Now in order to form a little habit of safety" in that man he must r peat sufficiently this idea, this little lesson, in order that he thinks abou it all the time. After that has been accomplished you must see that thsmall habit has been established. In order to do that we issue a blank form about the size of this bool to the foreman. He picks out two men from under him who are oblige* to fill in that form once every day for 30 days. He has to put down wha he has seen each day. Down in the corner is the check number and thi date. He has to write down what he has seen today. Some men can not write. Some men do not understand English. They make out thes< little forms in any language they please. If I have seen a hole in tht ground, if I have seen a plank with a nail turned up. If I have seei some loose sheets on the buildings that day, I look around, I put it down I have got to look around tomorrw to see something, and this thing, thi; form is filled out every day. I swear over it, I cuss it, and if the fore man insists I fill it out. At the end of 30 days every day I have beei thinking about these little things. I have been looking for things an* I unwittingly have formed, a little habit of looking around and improv ing safety conditions. I tell you, gentlemen, it is getting results. I incurs quite a considerable amount of work for our office in handlinj all these little reports coming in. They have to be read over and filet away in the department. Anything worth while in a suggestion requires a letter of thanks or an answer or if it cannot be done at once he is told it is being given attention. He is thanked for something he has done. We are showing him we have a vital interest in these things and after this 30 days"bas passed he is dropped and another couple o! men are picked up and in a year's time that foreman's men hav* thought more about safety -by filling out that little form than they evei thought before. Question: What Is the first basis of appeal to the workman in form ing these committees? = Mr. Hodge: In our experience, our work goes back to 1908. In deal ing with the man on safety problems this experience has been of value with our employees benefit organization. It has been run by a boar*] 15 C Session 163 of trustees, half management and half employees. That has been in operation since 1908 so that when we adopted our plan of employee representation in 1919 we had had plenty of experience in dealing with employees on problems of mutual interest and it only meant an inclu sion of the controversial subjects of wages, hours of work and working conditions and the employees did not object to sitting around the table and speaking on those things. Question: What do you do with the incorrigible fellows? Mr. Hodge: Fire them. MAINTAINING INTEREST IN SAFETY John A. Oartel, Chief, Safety Bureau, Carnegie Steel Company, Pittsburgh, Pa. Safety has passed through several stages, to reach its present position. Among these were the safeguarding of machinery and the development of a safety organization. Through safeguarding and the development of an organization, accidents have been reduced approximately from 25 to 50 per cent. Most industries are now in what is called the educa tional stage in which the safety message must be brought to the atten tion of the individual workman, and his interest and cooperation secured. Along this line I wish to show! a number of views, illustrating what our own company is doing along this line: (Mr. Oartel then presented his steropticon views.) 1. Chart Showing Classification of Causes of A.ccidents in the United States Steel Corporation---In this chart 284,494 accidents are classified, according to cause. Nearly 44 per cent, or almost half, of these acci dents are due to hand labor which cannot be safeguarded in any way. To eliminate this class of accidents, education must be relied on en tirely. ^ 2. Bums--About t>0 per cent of this class of accidents are due to hot metal, flue dust and flames. About 20 per cent are due to steam, hot water and acids, and the remaining 10 per cent to electrical flashes. 3. Falls--The important thing to notice in this classification is that about 60 per cent of all falls in steel mills occur through slipping or tripping on the ground level. 4. Machinery--About 60` per cent of this class are due to men being caught or struck by machinery, 20 to 25 per cent - due to men being struck by material and tbe remainder by machinery breaking. 5. Railroads--The five major causes of railroad accidents in steel mills are: Falling from engine; struck by car or engine; working on cars; loading and unloading cars; coupling and uncoupling cars. 6. Mines--In the mines of the United States Steel Corporation the majority of accidents are due to haulage or skip track; falls from roof and falls from side. 7. Hand Labor--The chief cause of accidents in this class are: being 164 Fourteenth Safety Congress struck by falling material; sledge hammer accidents; being caught be tween material; accidents due to contact with slivers, sharp edges, too.; men running into something; and, strains and sprains. 8. All Others--These may be divided into crane accidents which com prise about 40 per cent; falling material; chips; nails and cramps. 9, 10, 11,'12 and 13- LL Safety Trophies--One of the things recently de veloped in our company along educational lines has been the safety trophy. This is a bronze statuette from 15 to 30 inches high, which is awarded each month to the plant having the greatest reduction in lost time accidents over the average of the same month for the previous five years. At the end of each year the trophy Is given permanently to the plant having the greatest reduction over the average for the previous five years. The year 1923 will complete the fifth year for the awarding of this ti*ophy. The 1922 trophy was won by Edgar Thomson Works; the 1923 and 1924 trophies by Farrell Works; the 1925 trophy is still in competition. Since this trophy has been in competition lost time acci dents have been reduced approximately 60 per cent. 14. Shoics a Safety Rally at our City Furnaces--This plant won the safety trophy for July and August of this year. They went 134 days without a lost time accident. 15. Shoics Combined Safety Committees--City Mills. 16. Officers Progressive Association--City Mills--This is an organi zation of the foremen hf this plant to promote safety, welfare and kin dred subjects. i 17. Poster Shoicing City Mills Safety Record--These organizations, the combined safety committee and the Progressive Association boosted safety in City Mills in 1924 to the extent of 138 days without a lost time accident. It might be well to state that our City Mills are all of the old type and employ a great deal of hand labor. IS. Coal Handling Department--Clairlon WorJcs. 19. Poster Showing Record of Coal Handling Dept.--This group of men. handling approximately 20,000 tons of coal each day transferring it from barges to the coke plant, have been five years without, a lost time accident. - 20. Shows Jfiners from our Coal Mine at Bellairc, Ohio; Connected with our Bellaire WorTcs--This group went for 16S days without a lost time accident. ^ 21. Shows a Safety Rally at one of our YoungstoWix Plants--This group of plants had a "No Accident Month" in October, 1924. One of the features of the month was to shut down each of the four mills for a half hour to have a safety rally, such as is seen on the picture. This group of mills has reduced lost time accidents approximately 60 per cent within the last year. 22. Safety Rally in the Structural Mills--Homestead "WorTcs--This group of mills is putting oh an intensive campaign for safety. One of ABC Session 165 the features of which is to shut down each of the mills for a half hour to hold a Safety Rally. These mills have reduced lost time accidents approximately 60 per cent in the last year. 23. Safety Rally--General Labor Dept.--Homestead Riant---This de partment is engaged in work on new construction at the present time which involves a lot of hazards. In order to prevent and reduce acci dents the men are gathered together at the noon hour in this manner to hear a safety talk. 24. Safety Rally--Electrical Machine' Shop--Edgar Thomson Works-- This is held at the noon hour on frequent occasions. 25. Safety Committee Meeting-Mechanical Dept.--Duquesne Works-- This department comprises about 1800 men who do all the mechanical work at the plant. This meeting is held monthly. It is presided over by the Department Superintendent and includes all of the foremen in the department--about forty in number. 26. Dept. Safety Trophy--Edgar Thomson Works--This is given monthly to the department having the best safety record. It has been won for the last three years by the Transportation Department. 27. Safety Committee--Transportation Dept.--Edgar Thomson Works --Which has won the Department Safety Trophy for the last three years. 28. Safety Rally--Splice Bar Dept.--Edgar Thomson Works--This rally is held weekly every Saturday. This department was four yearn and a half Without a lost time accident, which they attribute to holding these Safety Rallies. -- 29. Scene from a Playlet entitled "T Tool Room Scene''--This playlet was developed at our Edgar Thomson Works to promote safety, and has been shown all over" the eastern part of the country. 30. Page from Carnegie Steel Company's Safety Calendar----This cal endar is made up from prize safety posters drawn by school children in our various mill towns. 31. Page from Carnegie Steel Company's Safety Calendar. 32. Safety Rally--Duquesne Works--Address by President Williams of the Carnegie Steel Company--Our Duquesne Works put on a "No Accident Month." during May, 1925. One of the activities during the month was a Safety Rally in three divisions of the plant, each of which was shut down for a half hour. The general superintendent of the plant addressed all of these meetings--fifteen in number--in addition to the other speakers who were secured. 33. Safety Parade--Duquesne Works--This shows the electrical de partment and others who formed a parade led by a band and marched to the Safety Rallies during the "No Accident Month." 34. Alphabetical Safety Slogans--These were posted on our bulletin boards weekly and attracted a great deal of attention and comment. 35. United States Steel Corporation--Percent Decrease in Disabling Accident Rate Under 1912--This chart shows 244,588 employees have been saved from injury "in eleven years. 166 Fourteenth Safety Congress 36. United States Steel Corporation--Percent Decrease in Serious A.ccident Rate Under 1906--This chart shows that 39,374 employees have been saved from serious injury in seventeen years. 37. United States Steel Corporation--'Welfare Expenditures, 1912 to 1923, Inc.---This chart shows an expenditure of $126,885,911.00 for play grounds, schools, clubs, gardens, visiting nurses, etc.--also for sanitation, accident prevention, relief for injured men and families, employees' stock subscription plan, pension fund, benefit payments and creation of a per manent pension fund, etc. A. S. S. E.-Engineering Section September 30, 1925 DR. A. D. RISTEEN, Chairman Director of Technical Research, Travelers Insurance Company, Hartford, Conn. WALTER G. KING, First Vice-Chairman ' Director, Safety Division, American Optical Company, New York City G. E. SANFORD, Second Vice-Chairman General Electric Company, Schenectady, N`. Y. W. DEAN KEEFER, Secretary Chief Engineer, Industrial Division, National Safety Council, Chicago, HI. MRS. GENE S. WOOD, Assistant Secretary New York City TTE LUNCHEON Session of the American Society of Safety Engi neers--Engineering^ Section--was called, to order at 1:00 o'clock. Dr. A. D. Risteen presiding. Dr. Risteex: We are very fortunate this noon in having a speaker with us whom .you all know. I take great pleasure in introducing Dr. R. H. Lansburgh, Secretary of the Pennsylvania Department of Labor and Industry, Harrisburg, Penna. SECURING THE COOPERATION OP INDUSTRY IN THE DE VELOPMENT AND ENFORCEMENT OF.SAFETY CODES Richard H. Lansburgh, Secretary, of Labor and Industry, Commonwealth of Pennsylvania One of the most important duties of all state departments of labor which are active in safety work, is the development of the safety codes which they enforce and which, ordinarily, as in Pennsylvania, have the force of law after promulgation. Another of the important duties, which often has been unsuccessfully performed because of. the failure to prop erly develop the codes in the first instance, is the inspection function. It is in connection with, these two functions that the state departments of labor come into closest contact with employers on matters concerning which there may be a difference of opinion and, in fact, opefi. conflict between the employer and the department. 167 168 r ojinet/TH/t oajoty Such difference of opinion, or conflict, seems to me to be wholly un necessary if the state department will conduct its operations properly. The aims of a state department and the employer are exactly the same, namely, reduction in the number of accidents. If the state department is reasonable in its attitude, and takes action based only on sound in vestigation, practically all employers will respond to the program of the department. There are a number of points which are essential in securing the co operation of industry. The first that I will mention is in the developmenof the regulations, or Safety Standards of the department. I feel tha' it is fundamental that any safety code which does not have the coopera tlon of a reasonable number of the employers in an industry will b< unenforceable or very difficult of enforcement. . We, therefore, take ever; possible step to secure the cooperation and approval of the employer prior to the promulgation of the safety code or regulation. We feel tha regulations must be developed to meet the actual condition's as they exis in the industries of Pennsylvania, that they must meet conditions as the exist today, not yesterday. We feel that safety codes become out of dat rapidly and should be revised frequently. We feel, above all, that safet codes should be developed in direct relation to the accident experienc of the industries and that that is the only basis on which it is possibl to sell a safety code to the employers of our State. We, therefore, ai engaged in making intensive analyses of conditions in relation to a codes that we are about to consider. We are revising our Power Tran mission Code and arerengaged in the study of five thousand power tran mission accidents. We are developing a code for paint spraying and hai the Professor of Industrial Hygiene of the University of Pennsyivan: engaged in a special study of the hazard of benzol poisoning and oth< similar hazards of this new and important industrial operation. Wh< our Power Transmission Code is ready for consideration, we will be ab to say, "Five thousand power transmission accidents shows us this When our Paint Spraying Code is ready for consideration, we can sa "Scientific study of the hazards of this operation definitely proves thepoints." Codes Developed In Bureau of Industrial Standards All of our codes are developed in the Bureau of Industrial Standar of our department but with the assistance of representative committe of the industry involved. By representative committees. I mpan co: mittees on which there is real representation of both the employer ai the employee. The broad mindedness of persons'who are willing to ser on these code committees has been most unusual. Finally, before t adoption of any regulations we send these to public hearings) in the p< tions of the state which are affected and in these public hearings we eeive the open criticism of the employers who are to be affected. Th public hearings permit us to eliminate unreasonable and impossible s tions from our regulations and give us an enforceable code when it A.. S. S. E.-Engineering Section 169 finally adopted. W!e do not take all suggestions which, are made from employers. In fact, always we have many suggestions made with the immediate pocket-book^as the only consideration. However, after the adoption of a code our position is always strengthened in the matter of reasonableness of the regulations when we point out the opportunity which was afforded the industry to question the regulation prior to adop tion. Finally, with regard to cooperation of employers In development of regulations, I wish to stress the point which I first made, namely, our feeling that it- is necessary to keep open-minded to change. Regula tions must change to meet varying conditions. I feel that one of the most Important measures which a state depart ment of labor may take is to so coordinate the various phases of its p-wn work that the employers of the state feel the unity of action which results. For instance, it is essential, to my mind, that the compensation work, the development of safety standards and regulations, and the in spection work, be closely integrated. Thus, the experience of our Com pensation Bureau, to which accidents are reported, is utilized in numerous ways by our Bureau of Industrial Standards which has charge of the development of our Safety Codes. Accident reports now come first to the Bureau of Industrial Standards for careful inspection prior to forward ing them to the Bureau of Workmen's Compensation for follow-up to see that compensation is properly paid. This gives our Industrial Standards Bureau an opportunity to make Investigation of accidents while the ac cident is still fresh in the memories of all within the plant, and from these investigations much valuable data is secured concerning the efficacy of present safety codes or the desirability of new ones. Our Bureau of Inspection works! closely with our Bureau of Industrial Standards in the development of new standards and, in fact, operates as the field force for the investigation of accidents and in other ways assists in routine day to day operation. As far as the employer is concerned, we are en deavoring to make him feel that he is dealing with the Department ol Labor and Industry and not with any particular-bureau thereof, that we are all working for the same end and in close harmony, and that needless complication, and red jtape has been eliminated. I feel that this is the first step in securing the cooperation of the employer. He must feel that he is dealing with a business organization with overhead cut to the min imum and not with a group of state bureaus, the inter-relationship ol which he cannot be expected to understand. Politics Eliminated In Appointment of Inspectors 'And it is, of course, most important that the employer shall know tha he is dealing with men who are capable of giving him sound advice ant counsel. Thanks to ottr present Governor, Gifford Pinehot, we have beer able to professionalize our factory inspection force; New appointmenthave been made strictly on the basis of the capacity of the individua without politics being considered. Most of the new inspectors that hav been appointed have been engineering college graduates and the reminde 170 Fourteenth Safety Congress have been men with long manufacturing experience. When these men approach an employer, the employer knows he is talking to someone he can respect. ^ Another important step in securing cooperation of the employer in ac cident reduction work is the method of approach of the departmental inspector when he visits an industry. Our attitude on this can best be expressed through quoting our standing instructions to our inspectors. "In inspection work, each inspector will be required to perform the work in a painstaking and helpful manner. Throughout the visit to an establishment the work must be carried on by salesmanship rather than by the exercise of purely police authority. Inspectors should endeavor by every possible means, to make the responsible persons in the estab lishment understand the desirability, from their own interests, of ob servance of the law. They should he approached not only from the stand point of cooperation in the enforcement of the laws in this state, bui wherever possible, in such a way that they will see that good working conditions are a good business proposition. The inspector should en deavor, in. every way, to have his expert services welcomed. "Only in case of utter and willful disregard for the law or where ai . attitude of disrespect to the inspector and the law is shown, will th< inspector be justified in arbitrarily exercising police authorities. ' I should be realized that an attitude of disrespect is frequently caused b: the inspector's own attitude. A full knowledge of his duties, basic con ditions in establishments, and the profit making tide of law observance presented in a forceful manner is bound to breed- respect for the in spector." Standard Practice Instruction Being Developed To assist our professional inspection force in carrying out this policy we are developing very carefully drawn standard practice instruction which will give our inspectors such a fund of technical information tha they will, in fact, have something real to sell while making an inspectioi Another important step in securing the cooperation of employers is t indicate clearly that the department recognizes that a large percentag of industrial accidents are caused by workers who have not only di: regarded every standard developed by the employer, but, in additioi have been responsible personally for the whole proceeding which cause the accident. For instance, it is interesting to find that so far in 192 three workers in Pennsylvania have been killed by proceedings whic are analogous tq crawling out on a limb of a tree an cutting it off. 3 fact, one of these workers was killed by doing just that, another by rel; ing; for support on a, hanger which he was at that moment engaged i removing, and the third on the new bridge on the Delaware river b tween Philadelphia and Camden, by sawing off the support of a piece < - false work on which he was at the time sitting. Workers jump fro: moving trucks. They go into locations alone where a sign placed by tl employer tells them to always take someone else with them. They e gage in repair jobs and sit on a crane way and do not notify anyone el* A. S. S. E.-Engineering Section 171 where- they are. They refuse to wear rubber gloves which are provided for the working on power transmission lines by employers. They will not wear goggles. They refuse to wear leggings in foundries. They take short cuts through places where it is not humanly possible to provide guards. And they remove guards. We are engaged in an attempt to educate the workers of the state just as we are engaged in attempting to educate employers. We are attend ing workers' meetings, we are' trying to reach the workers, in every pos sible way. And when necessary, we are prosecuting workers for failure to utilize guards which are provided, or removing guards contrary to the regulations of the the department. I feel that an important element in securing the cooperation of employers is through making it known that every effort is being made to assist employers in instilling safety methods into the minds of employees. Monthly Publication. Devoted to Safety Experience Data The department has turned its monthly publication into a safety organ to which articles are contributed by employers of the state. We are thus able to show employers what others are doing in safety work and to make them feel close to the department by the thought that the depart mental publication is, in fact their publication. And then we are mak ing every effort to have individual employers feel that we are close to their daily safety problems and have an interest in them. We exercise a close follow-up of accidents, not only through investigations but through letters which call their attention to increases in accidents over corre sponding periods of a year before, or which commend tbem for results in accident reduction that are Indicated by our records. We write special letters in certain circumstances. For instance, this year we write a letter in each case of infection or eye injury, calling attention to the results of failure to report minor scratches or to use goggles. We make this a personal letter, over my written signature based on the individual accident and ask that it be posted on the bulletin boards where the men can see it. This secures the close and whole hearted cooperation of em ployers. I do not believe that you can reach all employers through the methods which I have just described. The big stick is still necessary but it should only be wielded when necessary. No matter how much coopera tion you feel that you are securing, complete factory inspection is still necessary and an important means of reducing accidents. In the first six months of this year our inspectors made 58,739 visits and 11493 ot these were special inspections for a particular purpose. As a result of these visits, 6,420 orders were issued to bring conditions up to standards. All orders are in writing and there is a time limit and the time limit is enforced. I want to make it clear that, in my opinion, a department secures better cooperation from employers when tbew know that the de partment is rigidly enforcing the laws and its regulations to the letter. We do that and sometimes we have to prosecute, although we feel that 172 Fourteenth Safety Congress the successful inspector is the one who can secure compliance without prosecution. But in the first six months of 1925, we had 213 successful prosecutions where no other means of securing compliance was possible. JBach of our inspectors is held responsible for the condition of his dis trict and he must use every means at his command to bring conditions to standard, but I feel that safety cannot be secured through police meth ods. Too large a percentage of accidents are from causes entirely out side of any standards or regulations. It is only through the cooperation of the department, employers, and employees of the state that we can prevent accidents from increasing, or can develop the safety idea so that accidents finally will show a continuous curve downward- DISCUSSION Mr. Santoro: I am going to suggest one addition to his set of in structions to his inspectors and that is when a man mates his approach to the plant that, he maIce it through the main gate or office entrance and not try to get past some watchman on the strength of his state badge. There are many plants that have secret processes and they don't want anyone coming in there unless he goes in through the main gate. If a man makes his approach properly, the people in responsible author ity know he is there and they are in position to cooperate with the in spector far more than if he gets in through some back gate. Dr L.an'sncut; ii : I thoroughly agree with you. with one exception. In small mills, located in small towns, where an inspector gets around once in a long time, there may be a child labor violation. If the inspector waits too long in the front offices the evidence is out the rear. With that exception, I assure you the inspector is always glad to go through the front office and present his credentials and try to see the man as high up in the institution as possible before he sees anybody else. -- J.Worn; We all know there are certain conditions that cannot b covered by regulation. Is there a provision in your scheme by which an exception can be granted, either an extension of time until that condition can be rectified by nev construction or otherwise, or a permanent excep tion made by reason of that condition? Dr. Lan'sultroic: We don't grant extensions for a year or two years but we do for ninety" days under certain conditions. It is unconsti tutional in Pennsylvania and I think in most states to say: "Johr Smith Manufacturing Company, you do not have to do what the Johr Jones Manufacturing Company has to do." When we meet a conditior which cannot be handled under our code, we immediately adopt a gen eral amendment to that code which applies to all companies having like difficulties within the state. We cannot except one company, bu we can amend our codes to take care of special conditions. For instance, in the Armstrong Linoleum Company of Lancaster the: brought to our attention the fact that a standard rail was a real hazart A. S. S. E.-Engineering Section 173 because in tlie great open room where they hang the linoleum up to dry, where they have balconies, they felt a 42 inch rail made a man stand up on the middle rung of the rail to get hold of the pieces of linoleum. We saw the point and we amended our regulations to pro vide that in that type of structure, under those conditions. 26 inch ratl ings were permissible instead of 42 inch railings, which not only applied to the Armstrong Company but to all linoleum plants In Pennsylvania having similar conditions. Dt M- G. Lr.oyi : There is one remark that Dr. Lansburgh made, I would like to speak about because 1 don't entirely agree. He said the conditions which he referred to are not compatible with what we call the National Safety Code program. The development of National Codes is still, of course, in a somewhat embryonic condition, even though it has resulted in putting out a dozen or aa*c completed National Safety Codes. However, all the various organizations, tiwhdtec the Sattoeal Safety Council, that have been working on code*' have been, tn a. sestee. feeftiws their way, meeting difficulties and swtvtng them w they arose. Thesm processes are not crystallized yet and I think the- dhfteiaity that fh*Doctor has raised, is one capable of solution. We have had some half dozen years of experience fa developing code? on a national basis and we are still learning things about how t< develop them; we are simply trying to work out methods that will b satisfactory in order to have a satisfactory set of codes. Dr. JLansburgh recognizes, I believe--most everybody does--the grea desirability of having^ codes that are uniform throughout the differen states in so far as the conditions are the same. He says he has to meet different conditions in Pennsylvania, hat i is my experience that there are very few conditions in Pennsylvanl; that are different from conditions in New York or any other stat where the same industry is usually operated in the same way; thl especially applies to inside operations. Now the question is how are we going to meet this problem. Oh codes are written by committees that cannot foresee absolutely ever condition that must be met. It is my idea, however, that these nations committees are all very glad to get the results of local experience and make the best use of them that they can in amending and revisin codes so as to make them fit in one state as well as another and t cover all the local conditions. That is a matter as I see it of develo; ment. -- If Pennsylvania, has adopted a code and a condition comes up like tt Commissioner has mentioned, he immediately adopts an amendment i that state. In a way that is a departure from the National Code and y< in another way, it is not. That is a point which should be brought r to the National committee and Pennsylvania is right in making th: exception. That exception is going into the National Code and whi the two may not keep exactly parallel in their development, there 174 Fourteenth Safety Congress no reason why they shouldn't and why everything- in Pennsylvani shouldn't get into the National Code. One scheme which -has been proposed is that the National Committe should attend the hearings held in each state interested in enforein the code. I don't know if that can be worked out in detail. Of cours if the 48 states were all active at once it would be practically impossibl to do so but I think the underlying idea is one that can be carried ou When an individual state is giving a hearing on the code in a particuls industry there ought to be representatives of the National Committ< present at that hearing. All the objections and points that are brougl up there ought to he carried to the National Committee for its co: sideration and action and what is still more important as I have four it in my experience is that members of the National Committee shou be there to explain away, as they frequently can, the difficulties rais by local people, because the view of the local people has been narrow, and they don't realize some of the things that the National Committ has had to consider and had to meet and to cover in adopting a part: ular rule. Now I feel confident that the thing can be worked out along tho very lines of cooperation between the local people in the state and t National Committee. I think the state should have its own hearin and I think everything brought out there should be considered by t National Committee and the National Committee should interest the: selves more in the hearings going on in the states and when both g the result of the same experience, both local and general, when be get the judgment ofrour best experts all over the country brought bear on the problem, when they both know of the same experiences a happenings, both locally in one state and also in all the other stat we will get the sameianswer in Pennsylvania that we do in the Natioi Codes and other states and the codes are going to be uniform a what is found best for Pennsylvania will be best for the National Cc and both being responsible parties, will use the same regulation. W. Dean Keefer: I know Dr. Lansburgh is in a hurry to get aw but I hope he will tell us what- machinery he recommends for testi and approving safety devices that meet the requirements of codes. Dr. R. H. Laxsbtjrgh: That is a long story. Mr. Ainsworth of Department, who is in charge of the approval of safety devices is he Would you mind if X pass that over to him as I have to speak at Hotel Cleveland? Cyrix. Ainsworth: As Mr. Lansburgh said, the question of appro of safety devices which are required to be approved by safety co is a big subject, bur I shall give it to you briefly. We handle it in two ways: First, there is in Pennsylvania a soci known as the Pennsylvania Society of Safety Engineers which > . organized in 1922 for the purpose of assisting the Department of Da and Industry in all safety matters. We realized that as representati of the Department of Labor and Industry we weren't experts in e\ A.. 8. S. E.-Engineering Section 175 Industry in the state. Therefore, we felt that it was highly desirable to appoint an advisory board composed of the safety engineers of the state to help us in our accident prevention work, not only in approval work but in code development work. For the past year and a half we have made it a practice to pick particular people out of that society whose experience in reference to some particular device is the richest and send the specifications of that device to those people askin'g for their crticisms, and where possible we try to secure installation of the particular device, have it tested thoroughly, and the report sent back to Harrisburg in order that we can pass on the device. We do not have any mechanical laboratories at Harrisburg which we can use for testing the devices. Therefore we depend on the in dustries. It is through the cooperation of the members of the Penn sylvania Society of Safety Engineers that we carry on this work. The second method is that we find, through our inspectors, that de vices have been installed throughout the state, of which we have had no knowledge. When our inspector comes across such a device and in his opinion feels that it adequately complies with the regulations and should receive the recognition of the Department, the inspector calls that device to the attention of the Harrisburg office and a further investiga tion of the device is made at the point of its installation. If the inspector's idea concerning the guard is found to be correct a certificate of approval is given on that basis. We have invited all tlie industries of the state to develop their own guards. _ In years past we approved only those guards developed by guard manufacturers hut we now urge each manufacturer to devedop his own particular guard to meet Jiis particular needs and submit that guard after he has perfected it, to the Department of Labor and Industry for approval. For instance, we have approved eight or nine different kinds of shuttle guards of which only one is manufactured by a standard guard manufacturer. All the rest were developed by individual concerns to meet their own particular needs. This action assures the cooperation of the employer, and-at the same time it gives the Department of Labor and Industry^ ..the benefit of the actual experience of the shop test on the guards during, their, develop ment. Chairman Rjsteex: I see Sydney James of the TJnderwriters' Labor atories. I wonder if he would say a few wordsi^^. ; . Mr. James: Well, I am glad to have an opportunity to stand up and look around, but I don't know what I can' contribute to this discussion. The Underwriters' Laboratories has in operation the kind of machinery for testing guards and other safety appliances with which you are all familiar. In general, we make an investigation of any particular guard or appliance, both from fhe point-of-view of laboratory tests, field tests, 176 Foxirtecnth Safety Congress and inspection of installations in factories where the devices are ployed- The laboratories has a supervising council known as the Casu Council to whom reports on these devices are sent after the Inveatiga is completed- -- The approvals resulting from an investigation of the reports by Casualty Council are announced in the form of a printed list devices, listed under the names of the' manufacturers, and also in form of cards suitable for insertion into a card file, which are to subscribers to the card service. We have quite a number of scribers, including insurance companies, public institutions, sntnic ities, etc-, who make use of the card records indicating the approva devices. 1 That, in brief, is the scheme we follow and it serves to call alter to appliances that have been investigated by an impartial, dlslntere organization qualified to do the work and bring the matter to th< tention of various organizations and individuals who are in nee that data. We have found that there have been a great many organizations others who have placed a great dependence upon our reports and are gratified to find that in many cases we have had very substa support from such people urging manufacturers to submit device us for investigation- Our service is capable of expansion to a large extent, particularly in the safety field, and I can only exi the interest and desire of the Laboratories to be of much wider sei than we have heretofore been in this particular matter. Ml De Brxws: I just wTanted to say a word or two from the si point of an executive officer of the Council. I think I am right in saying we have no definite proof whai of any material reductions in industrial accidents over the countr a whole. -- On the contrary, we have indications in some states of an app; increase of industrial accidents. The reality of that is question however. I don't want to take time in discussing that. That does mean that industrial accidents are not decreasing. I suspect they We know the safety movement is spreading and that a great i manufacturers and industrialists have made tremendous strides in dent reduction. However, no matter what the actual situatio: comparative situation is in regard to accident reduction today, I believe there is a man here who wouldn't agree we ought to put speed and pep behind industrial accident prevention work. JVow we are not making progress, in my opinion, in America enough to keep pace or catch up with the handle of the caboo: the train. We have got to go harder and faster and I believe tha engineers have a more definite call for real progress than any group in the industrial accident prevention field. The Chemical Section has at least one, and probably two. tech A.. S. S. E.-Engineering Section 177 research committees. One has practically completed a very fundamental research in the hazards of benzol. The Construction Section is very anxious to undertake some funda mental work, possibly employing a secretary to do it, if they can get the money. The Mining Section several years ago had a permanent secretary. Now then, it seems to me the Engineering Section is called upon to prove its worth by its activities, by its anxiety to put pressure in its work and to get results by investigating those problems that require trained minds for their solution. I say to you if the Engineering Section is going to meet the requirements which I think it should meet it has got to go deeper into the fundamental accident problems than it has gone into them in the past. The solution of these problems will make the future of the safety movement better and brighter. The maximum of success will be through "Engineering Revision" and not by safety education. Chaikmais' Rxsteen: My report as chairman will be in the form of a little sermonette, the text for which I take from the Second Book of Esdras, the XIV chapter and the 25th verse: "I shall light a candle of understanding in thine heart, which shall not be put out." That is what I am not going to do but surely wish I could do. Who was Esdras or what did he do? I don't really know myself but I know that the Book of Esdras is included in the Apochrypha. Of course you know that is a collection of writings which were left out of the Bible by those who had charge of that work because they didn't know whether these writings should go in the Old or the New Testament. The first "safe practices" code that ever came to my attention was the Ten Commandments. I learned them at my mother's knee. There were various ways of learning at my mother's knee and one was with a hair brush or a shingle though I didn't learn much that way. This "mother's knee' stuff always means a lot to us old fellows. It brings a lump into our throats, whereas in other days the lump was likely to be somewhere else. There are three things I want to emphasize: First, the importance of practicing our own preaching. If you really believe a thing pro foundly and try to teach it to somebody else you will find that there is an influence that carries conviction with it. If you can't sell yourself the safety idea, you can't sell it effectively to somebody else and you had better quit and tackle something you do believe in. Here is a simple illustration: You see the boss in the plant smoking when he=ltnows it is against the rules of the company to do so. He wouldn't permit his men to smoke. He ought to practice what he preaches. If the men can't smoke, he shouldn't smoke. How can you preach_ safety when your main foreman rides on a freight hoist? You, I, all of us, must follow our own teachings. Now for my second point. We have two sayings: (a) Experience is the best teacher; and, (b) Experience teaches dearly. Apparently there is contradiction there. Nevertheless, they are both true and 178 Fourteenth Safety Congress helpful, but the important thing is, it needn't be our own experience If we see a man get burned by a piece of iron we don't have to put out hand .on that hot iron. That same principle should be carried out or other things. When statistics tell us something is dangerous, let's lister to them. It is hard to consider one's own self in the light of a statist!* but we have got to come to it. We have got to learn from the othei man's experience. There is no other way possible where death is tin penalty; not unless we believe in reincarnation or transmigration, be cause when the accident has occurred that would teach us the lesson we are dead. The third point I want to stress is that- our Engineering Sectioi should do more research work. No research ever comes out quite a we expected it to. We are always learning but we are never right-- not quite right. And we should keep trying to get nearer and neare to the right viewpoint--"nearer to nature" as it were. Occasionally you try out something which looks perfectly obviou and you find it comes out the other way. A single case in point. Ove in Germany quite a number of years ago, some man conceived the ide that if you were to make shafting by rolls not quite parallel you coul get an action on tbe fibers of the metal that was being rolled, consol: date them, and make the shaft more solid. They tried it out. Wha happened? Instead of being made solid, there was a hole in the centei So instead of making shafting they made rolled tubes. Chairmans Risteen ; The next item on our program is the Repoi of Steering Committee on Meetings by A. J. Van Brunt. REPORT OF STEERING COMMITTEE ON REGIONAL SAFETY CONFERENCES Your committee on Regional Safety Conferences reports with pardo able pride that during the past year twelve successful Regional Safel Conferences were held one each .in Pittsburgh, New York, Springfiel 111., Chicago, Baltimore, Newark, Grand Rapids, Bos Angeles. Bosto Wilmington, Rochester and Hibbing, Minn. Unfortunately, because of the time and expense involved, many co cerns send only one--and in some cases no--representative to attei the Annual Safety Congress of the National Safety Council. This h; made an opportunity for the ASSE-Engineering Section, and onr Exec live Committee has come to the realization that Regional Safety Co ferences held in various parts of the country can fill a much felt need < the part of local industries that want their managers, superintended foremen and others to attend safety meetings where they can get inspii tion and information, on safety that is not available from any oth source. The day sessions give these men an opportunity to exchan their ideas and experiences on specific phases of accident preventic and each evening dinner session gives two or three speakers an opp< A.. S. S, E.-Engineering Section 179 tunity to inspire these men with the importance of safety, and. the necessity for assuming part of the responsibility for accident prevention. One point of outstanding interest in connection - with the Regional Safety Conferences held during the past year is the success we haw had in securing the co-operation of other organizations. For. instance, the Michigan Safety Conference was held under the joint auspices of the ASSE-Engineering Section, the Grand Rapids Safety Council, Grand Rapids Engineering Society, Grand Rapids Association of Commerce, Michigan Department of Labor and Industry, Grand Rapids Furniture Manufacturers Association^ the National Metal Trades Association, and fourteen other organizations. This co-operation has not only given a great deal of publicity to the safety movement, but it has meant much for the success of the Conference from an attendance standpoint. - Plans for the coming year have already been started. We are in cor respondence with organizations at St. Louis, Detroit, Paterson, N. J., New York City, Erie, Penna., Butte, Mont., Springfield, 111., St. Paul, Youngstown, Miami, Okla., Chicago, San Francisco, Seattle, Duluth, Louisville, Kansas City, Charleston, W. Va., and Wilkes Barre, Penna. There are still other possibilities, and with the continued support of our members, your new Committee for Regional Safety Conferences will play no small part in spreading accident prevention ideas and inspira tion among thousands of: people who need this broadening influence. I take the liberty of prophesying that your new Committee wants and needs your help, and as in the past they will look to you to suggest places for other Conferences, subjects for discussion, and authoritative speakers. --3- Before closing, I want -to call particular attention to the plans for the New York Conference to be held November 18- As joint sponsors for this Conference, we have secured the co-operation of the American Society of Mechanical Engineers, the American Institute of Electrical Engineers, American Society of Civil Engineers and the American Insti tute of Mining and Metallurgical Engineers. The presidents of these four founder engineering societies have agreed to-attend the conference either to preside or serve as speakers, and the all-star program that is being arranged will make this Conference second in importance only to the Council's Annual Safety Congress. A. J. VAN BRUNT, Chairman. E. F. BLANK. F. A. DAVIDSON. Chaiumatt Risteeisr: Mr. Welch, will you present the report of the Steering Committee on Research, Standards, and Codes? REPORT OF STEERING COMMITTEE ON RESEARCH, STANDARDS, AND CODES The work which has been done by your committee during the past year included: 1. Giving advice to the Executive Committee of the National Safety Council when new subjects were proposed for codes. ------------ -- i&i imi1 ISO Fourteenth Safety Congress research, and standards; 2. Appointing research committees; 3. Or ganizing a general check-up of research, standards, and code work being done by representatives of the ASSE-Engineering Section. Six research, committees deserve special mention for their effective work: Their reports will be presented later on this program and they will speak for themselves.' Codes Fifteen safety codes have been completed and approved by the Amer ican Engineering Standards Committee. These are Abrasive Wheels, Automobile Headlights, Electrical Fire, Electrical. Safety, Elevator Safety, Foundries, Head and Eye Protection, Ladders, Laundries, Light ing Factories, Lighting School Buildings, Logging and Sawmills, Mechan- cal Power Transmission, Power Presses and Woodworking. Of these fifteen codes, the one on ladders was sponsored by the American Society of Safety Engineers, and the code on power presses wa sponsored by the Engineering Section of the National Safety Coun cil. The ASSE-Engineering Section is now sole sponsor for two other codes on construction and paper and pulp mills, both of which are almost com pleted. We are joint sponsors for seven additional codes: 1. Compressed Air Machinery--We are joint sponsors with the Ameri can Society of Mechanical Engineers. 2. Forging--American Drop Forging Institute. 3. Piping Systems---American Society of Mechanical Engineers. 4. Rubber Machinery--International Association of Industrial Acci dent Boards and Commissions. 5. Walkway Surfaces--American Institute of Architects. 6. Textiles--National Association of Mutual Casualty Companies. 7. Colors for Traffic Signals--American Association of State Highway Officials. ^ "Work on these seven "Codes is progressing satisfactorily and the ASSE- Engineering Section is to be congratulated upon its activities in field. " The ASSE-Engineering Section is represented on thirteen other code committees. The following is a list of our representatives on all code committees: ABRASIVE WHEELS, W. D. Keefer and G. E. Sanford; AERONAU TICS, G. E. Peterson and G. A. L. Beaudoin; AUTO BRAKES, J. -H. Truett; BUILDING EXITS,' S. J. Williams; COLORS FOR TRAFFIC SIGNALS, W. S. Paine, D. Van Schaack and S. J. Williams; COM PRESSED AIR MACHINERY, Dr. A. D. Risteen, C. E. Pettibone and Guy Gregory; CONSTRUCTION WORK, W. D. Keefer, Leo D. Woedtke, W. F. Austin. T. J. Whelan, E. W. Bush and F. L. Hurlbutt; CONVEY ORS. R. F. Thalner; ELECTRIC CODE (National Electric Fire Code) No Council representation; ELECTRICAL POWER CONTROL, M. C. Goodspeed and J. I. Banash; ELECTRICAL SAFETY CODE, G. E. San- Jl. S. S. E.-Engineering Section 1S1 ford, S. E. Whiting and R.-W. Moore; ELEVATORS AND ESCALATORS. G. E. Crlppen and W. D. Keefer; FLOOR AND WALL OPENINGS, A. W. Benz and E. B. Tolsted; FORGING, J. L. Thompson, W. D. Keefer, C. E. Lehr, Thomas Irving and H. L. Johnson; FOUNDRIES, G. E. Sanford and S. E. Hassell; GAS SAFETY CODE, G. O. Smith and E. J. Reeder; HEAD AND EYE PROTECTION, G. E. Sanford and S. J, Williams; HEADLIGHTS FOR MOTOR VEHICLES, No Council representation; LADDERS, C. N. Young, W. E. Welch, W. Newell, H. B. Gaffers, M. C; Goodspeed, H. G. Wiberg and H. A- Schultz; LAUNDRIES, F. F. Beik; LIGHTING FACTORIES, W. D. Keefer; LIGHTING SCHOOL BUILD INGS, Wm. Darlington and G. H. Stickney; LIGHTING, J. R. Brownell and E. R. Scales; LOGGING AND SAWMILL MACHINERY, S. J. Williams and C. O. Hero; MACHINE TOOLS, H. L. Robinson; MECHA NICAL POWER CONTROL, No Council representation; PAPER AND PULP, Holger Jensen, R. M. Altman, G. E. Williamson, J. M. Sandel and A P. Costigane; PIPING SYSTEMS, W. J. Venning, H. P. Weaver and S. H. Kershaw; PLATE AND SHEET METAL, F. S. Beik and S. J. Williams; POWER PRESSES, S. J. Williams, C. Van Horn, W. D. Keefer, C. B. Anel and A. L. Kaems; POWER TRANSMISSION, H. E. Somes and H. A. Shultz; REFRIGERATION, J. I. Banash and H. S. Smith; RUB BER MACHINERY. A E. Hoener, J. E. Congdon, R. H. Blanchard, H. A Dodge and E. W. Beck; SANITATION. C. F. Horan and L. D. Bur lingame; TANNERIES, Yo Council representation; TEXTILES, Ignatius McNulty, Harvey Saul and W. D. Keefer; VENTILATION, S- J. Williams and G. E. Sanford; WALKWAY SURFACES, A S. Regula and W. F. Sterne; WOODWORKING, A. S. Regula. The Council is also represented on seven mining safety code com mittees: ELECTRIC MINE LAMPS, J. T. Ryan; ELECTRIC EQUIP MENT, R. L. Kinkead; STORAGE BATTERY LOCOMOTIVES, C. D. Woodward; UNDERGROUND TRANSPORTATION, George C- McFadden; MISCELLANEOUS COAL HANDLING EQUIPMENT, H. T- Bannister; WIRE ROPE, B. F. Tillson; LADDERS AND STAIRS, Carl Scholz. Work on code committees Is exceedingly difficult--but extremely im portant. Our representatives on these committees deserve "all of the appreciation and support that we can give them. Promoting the Use and Adoption of Codes The completion of a code, however, is only half the job; the other half is to secure the use and adoption of these codes by. state industrial boards, industrial concerns, and insurance organizations. At present, the American Engineering Standards Committee is not organized to care for r the necessary details of this Important work and at their request, W. D. Keefer has presented a plan of action which has been approved, and the workings of which will be carried out by the Industrial Division of Headquarters staff at Chicago. PROMOTING USE IN STATES. The preferred method of state adop tion is t6 have each , code adopted by the Industrial Board or Labor De 1S2 Fourteenth Safety Congress partment where such Board or Department is by law authorized to adopt and enforce safety regulations; or if such Department does not wish to adopt a code verbatim because of its length, it may formally or in formally accept the code as a reference standard to be used in inter preting and applying the briefer state regulations on that subject. In states where authority to adopt and enforce administrative orders is not given to such departments, it is suggested .that- careful considera tion for adoption be given this plan of administration which is now generally accepted as the most efficient plan and which is in use in many of the principal industrial states including Massachusetts, New York, New Jersey, Pennsylvania, Ohio, Wisconsin, California and others. It is generally agreed, however, that because of the strategic positions held by the TT. S. Department of Labor, the Association of Governmental Labor Officials of United States and Canada, and' the International Association of Industrial Accident Boards and Commissions, the National Safety Council will not take any active part in initiating direct negotia tions with State officials to promote State adoption and use of codes. The Council's work, therefore, in promoting State ^adoption and use of codes can be divided into two classifications: A, ."General Propaganda Work, and B, Intensive Promotion Work. A. General 'Propaganda. Work. a. As each code is approved, write to each member of the sectional code committe, urging; him to give all possible publicity to the code--particularly to bring the code to the attention of the proper authorities in his state, as well as to the attention of associations and local branches of associations and other organ izations of which he might be a member. b. Publish copies or special "write-ups" of codes in National Safety 3Tc*c*. c. Send free copies of each code to the various trade journals rep resenting the industry to which the code applies, urging that all possible publicity be given the code. d. Write to all national associations and organizations interested in a certain code, urging them- to give publicity to the code and offering free copies ~of the code for distribution with suit able letters among their local chapters, representatives, or mem bers. These letters to be sent to . the Manufacturers Associa tions, Employees Associations, U. S. Chamber of Commerce, Technical Societies, etc. e. Encourage the discussion of codes at conventions, regional meet ings and conferences. f. Write to all Managers of Local Councils of the National Safety Council, urging co-operation in the plan for promoting the adoption and use off codes. g. Write to hand picked lists of Council members, suggesting cer tain codes for voluntary adoption and urging them to initiate an effort to secure state adoption. Jl. S. S. E.-Engineering Section 183 b. Letters to tbe National Council of Workmen's Compensation Insurance, the National Bureau of Casualty and Surety Under writers, and the National Association of Mutual Casualty Com panies, urging the adoption of codes by insurance companies, and inspection' and rating bureaus, and suggesting co-operation in securing state adoption. B. Intensive Promotional "Worle. When a certain state proposes to consider the adoption or revision of rules and regulations on some specific phase of safety that is cov ered or to be covered by one of the A. E. S. C. codes, the Council, upon request from the U. S. Department of Labor, will endeavor to Intensify its general activities in that particular state. An attempt will be made to have some member of the sectional committee attend public hearings and other meetings in that state to secure the adoption of specifications in harmony with the National Code. 2. Promoting Use in Industry and in Insurance Circles The eight activities for promoting codes in states outlined under "General Propaganda Work" are equally effective for promoting the use of codes in industry and among insurance companies, and inspec tion and rating bureaus. 3. General Ultimately it may become necessary for tbe Council to consider the advisability of employing a field man to actively promote the use of codes. This man should be prepared to speak on the subject of safety codes and to serve on committees that may be organized to consider safety standards. He should attend state public hearings on safety rules, regulations, and codes. In conclusion, your committee urges every member of the ASSE-En- gineerfng Section to do Everything- in his power to help promote the use and adoption of codes. Are any of the fifteen completed codes applicable in your industries? If so, you should write the Council headquarters for copies of the codes and then use your influence to get your company to adopt these codes as guides for your engineering and operating departments. W, E. WELCH, Chairman. E. B. TOLSTED, W. S. PAINE, G. E. SANFORD. Chaibmas Bistres: The next is the report of the Steering Committee on Chapter Organization to be presented by Ernest Hartford. REPORT OF CO! W ll I 1 :ttee on chapter activities Chairman: Ernest Hartford, American Society of Mechanical Engineers, New York City Your Committee on Chapter Organization has worked during the past vpar nn the assumntion that it is more desirable to have a limited num- MBaifcdfii 184 Fourteenth Safety Congress her of Chapters with live and effective organizations than a great number of Chapters with mere paper. organizations and accomplishing no effective work. It is therefore a pleasure to report that three Chapters of the ASSEEngineering Section have been organized and recognized by your Execu tive Committee. These are the Boston Chapter, the Hartford Chapter and the Metropolitan lNew York City) Chapter. Shortly after the consolidation of the Metropolitan Chapter your Chair man assisted In the preparation of the By-Laws. Careful consideration was given to the various ways of carrying on activities in a community whose members were so widely distributed and. where there was such a diversity of Interests. These By-Laws might prove helpful to others who desire to organize in their own vicinity. The particular functions of the various chapters are: 1. To provide an opportunity for local safety men to meet and become acquainted with each other. 2. To hold meetings at regular intervals so manager, safety men, superintendents, foremen and others in positions of authority can discuss the varied safety problems with which they are confronted from day to day. 3. To help organize Regional and Joint Safety Conferences like the ones held last year at Newark, Boston, Chicago, Baltimore, etc. 4. To help develop a safety consciousness in a community to help "sell" the importance of accident prevention to industries not already interested. During the recent visit of your Chairman to the A. S. M. E. Local Sections invitations were sent to all safety interests inviting them to attend meetings and simiifarly the Local Sections of the A. S. M. E. were requested to devote two meetings each year to the subject of accident prevention. I am glad to report that this arrangement has met with hearty accord and the success of the whole plan is largely due to the splendid cooperation of your President, Mr. Auel, and Mr. Rice, Secretary of the A. S. M. E. 3 The New York. Chapter of the ASSE-Engineering Section has forged a very important link in this chain of meetings which are proposed for the entire country, the occasion being the November 18th meeting to be held in New York City under the joint auspices of the Pour Pounder Societies and the National Safety Council. We can safely say that the Pour Pounder Societies^ will welcome suggestions along the same lines from the other Chapters of the ASSE-Engineering Section. The Executive Committee has ruled that anyone to be eligible for membership in a Chapter of the ASSE-Engineering Section must first be a member of the National Safety Council or employed by a company that is a member of the National Safety Council, and any individual applying for membership in a Chapter at the same time automatically applies for membership^ in the ASSE-Engineering Section. This ruling assures a close tie-in between all of the leading accident prevention A.. S. S. E.-Engineering Section 185 agencies and prevents complications that might otherwise exist through a mis-understanding of the Council, ASSE-Engineering Section, and Chapter policies. The committee on Chapter organization to be appointed by the new Chairman of the ASSE-Engineering Section will undoubtedly continue negotiations that have already been started for the organization o Chapters in Washington, D. C., Newark, N. J., St. Louis, Mo., and other places. In closing, your committee urges every member of the ASSE-Engineerfng Section to cooperate and to take an interest in this important work. If you live in a community where a Chapter could fill a definite need, you should take the initiative and not wait for outside stimulation. Don't hesitate to discuss your community activities with members of the Executive Committee or of the Chapter organization committee; they will be perfectly willing to advise you and give every possible assistance in helping you to organize a Chapter of the ASSE-Engineering Section in your community. Chaibhax Risteek; The next is the report of the Membership Com mittee: Mr. Banash. REPORT OF MEMBERSHIP COMMITTEE ASSE--ENGI NEERING SECTION During the past year we accepted 125 new members, and in the same period there were thirty cancellations. Last year your membership committee reported a total of 546 mem bers. This year we have 641 members, representing a net gain of 95. Of this total of 641 members, 450 are full members, and 191 are asso ciate members. _' J. I. BANASH, Chairman. M. C. GOODSPEED. E. W. GORRY. W. S. WOLLNER. Chaibmas Rtsteex: The next report is from John-Walter, General Electric Company, West Lynn, Mass., on Activities of the Boston Chapter. ACTIVITIES OF THE BOSTON CHAPTER Chairman, J. E. Walters, General Electric Company, West Lynn, Mass. The Boston Chapter of the American Society of Safety Engineers, Engineering Section of the National Safety Council, was organized by the Massachusetts Safety Council in March, 1924. There had been a growing need for group meetings at which graduates of the foremen's schools of the Massachusetts Safety Council could discuss advanced plant safety problems. Consequently the question came np, preliminary to the organization of the chapter, as to whether its membership should 1S6 Mivj vvi^ be limited to safety engineers with technical training or be broadened to include foremen and others engaged in practical plant safety work. There is a considerable group of casualty insurance companies with home or district offices in Boston, so that there were numerous engi neers who were eligible to qualify for full membership in the American Society of Safety Engineers, but they were not sufficiently numerous to constitute a membership large enough to create such an organization as It was desired to form. It was therefore decided to organize the Engineering Section of the Massachusetts Safety Council upon broad enough lines to admits both men of technical training, and those ot plant or other practical experience in safety work. The responses to this invitation was unmistakable, and the Chapter held its first meeting with a membership of fifty-nine men, representing twenty-three corporations. This increased rapidly until there are now 150 members, representing forty plants. They include insurance inspect ors, state factory inspectors, superintendents, foremen and shop safety committee men. The meetings are held monthly, with a dinner served at 6:30 o'clock. The cost is limited to $1.50, which in many cases is paid by the company whose men have joined the Chapter. No membership fee is required but tt>o corporation represented must be a member of the Massachusetts Safety Council or of the National Safety Council. Each member, when he enters the dining room, is supplied with a badge inscribed with his name, and during the preliminaries of the meeting newcomers are called upon to introduce themselves to the assembly. The business session tbat follows the dinner is concise and to insure this the chairman must be a man of energy and initiative. We found such a man in Frank E. Mroris, who has just finished his term as oui first presiding officer. The other officers are a vice chairman and secre tary. We tried the experiment at two meetings of following the brie business session, with a short musical program, and while this was en joyed it is interesting to note that the members voted, when the ques tion was put up to them, to discontinue it in order to devote more tim< to the serious work of the evening. The topic announced for el meeting is assigned to three speakers, on< to prepare a twenty minute paper and the others to develop it aiom the lines of plant experience in ten minute papers. This is followed b: general discussion. The topics discussed at these meetings have included: 'Tndustria Inspections." "Fire Protection in the Plant," "Safe Operation of a Sfcree Railway," "The Legal Aspect of Workmen's Compensation Insurance, "Accidents at the Point of Operation and Their Prevention," "The Cor siruction and Operation of Elevators." The program committee ha endeavored to alternate plant problems with topics of general inform! tion to discover whether there is any falling off In the attendance whe the more serious subject is presented. The program now in preparation for fall and winter will he made u A. S. S. E.-Engineering Section 1S7 along similar lines. Quite apart from its own meetings, tbe Boston Chapter performs a service to the Massachusetts Safety- Council by- working up interest in attendance at the annual foremen's school, and in conducting an interplant contest among its corporation members. A six months contest for the reductions of lost-time accidents was con cluded on the first of September, 1925, in which twenty-eight plants had participated. This resulted in a marked reduction of both accident fre quency- and severity, and gave a valuable stimulus to the safety work in several plants. ^ Chaikmax Ristees: Mr. King, will you please report on the -Activities of the Metropolitan (New York City) Chapter? ACTIVITIES OF METROPOLITAN CHAPTER (NEW YORK CITY) Chairman, W. G. King, American Optical Company, New York, N. Y. 1. The first meeting of the Metropolitan Chapter, A. S. S. E., Engineer ing Section, was a morning session in December held jointly with the American Society of Mechanical Engineers during their annual meeting in New York at the Engineering Societies' headquarters. The subjects discussed were: "A Place for Safety"--L. A. DeBlois. "The Hazards of Pulverized Fuel Systems"--H. E. Newell and Robert Palm. This was followed by a luncheon meeting at the Cafe Boulevai*d at which were discussed the by-laws which were to be adopted by the Metropolitan Chapter. 2. In February the Society held its regular monthly meeting which consisted of a symposium of "Safety Kinks" by members of the Metro politan Chapter with Messrs. E. W. Beck, E. P. Durfee, G. T. Fonda and others participating. This type of meeting proved of such Interest to the members that we have received requests for another meeting of this character. 3. A joint meeting oJLthe Newark, Jersey City and Paterson Safety Councils together with the A. S. S. E. Engineering Section and the Metro politan Chapter, was held in March which consisted or morning and after noon sessions, including, a luncheon meeting of the Executive Commit tee and an evening meeting with entertainment features and speakers, among whom were the President and Past-President of the Electrical Engineers, Messrs. Farley Osgood and Calvert Townley. Publicity was ably secured and the attendance filled the meeting rooms to capacity. This was undoubtedly the most successful Eastern Safety Conference in the history Of Accident prevention. After all expenses were met, a sub stantial balance remained. 4. On April 20th the "Hazards of Poisonous Gases" was discussed by Dr Yandell Henderson, a professor of Physiology at Yale University, before an audience of approximately 400 persons. This talk was followed 188 Fourteenth Safety Uo-ngress by an interesting demonstration by Harold Segrave of the Mine Safety Appliances Company, who demonstrated the use of various resuscitation devices. The discussion of Dr. Henderson resulted in the greatest news paper campaign ever carried on in New York toward the promotion of scientific investigation of these gases. 5. On June 30th a conference of the Metropolitan Section representa tives of the Four Founder Societies and the A. S. S. E. Engineering Sec tion of the National Safety Council met to discuss arrangements for a joint meeting to be held in the auditorium of the Engineering Societies Building in New York on November 18, 1925. The meeting is to be de voted to the general aspects of safety. There will be two meetings in the morning, two in the afternoon and an evening meeting. The presi dents of the Founder Technical Societies will preside at the meetings, as an indication of their endorsement and cooperation in the development of the science of Accident Prevention. The speakers and subjects have been chosen with great' care and the program that has been^prepared by the joint committee (Mr. C. B. Auel, chairman), should prove an outstanding event in safety engineering his tory. This meeting has come about as a result of the need of com bining the greatest talent of the other engineering organizations with the safety engineers, with the sole idea of stressing the individual obliga tions which each man owes to the preservation, of his fellow men. The chairman of the Metropolitan Chapter desires engineers to show their ap proval of the generous manner in which the other societies are giving their time and effort by . attending this meeting, and he feels that you will derive something from this important conference to which will be invited more than 20,000 engineers that will give you a new vision to carry on your work. We want this meeting to be tbe beginning of an all-year-round interest by tbe other societies who have expressed their desire to organize similar meetings along tbe same plan and scope. CnATRMAX TUstei-w: Mr. Potter, will you please report on the Activ ities of tbe Hartford Chapter? ACTIVITIES OF THE HARTFORD CHAPTER Chairman, H. J. Potter, Hartford Accident and Indemnity Company, Hartford, Conn. While the Hartford Chapter was not officially organized until May 5 1925, some very interesting meetings have been held during tbe pasi year through the efforts of the local members of the A. S. S. E.--Engi neering Section of the National Safety Council, in the rooms of th< Hartford Engineers Club and elsewhere. During the season of 1923 and 1924, W. S. Paine of the Aetna Uf< Insurance Company, and H. M. Hine, of the Travelers, one representini the A. S. S. E. and the other the Engineering Section of the Nations Safety Council, arranged a five series of meetings. A.. S. S. E.-Engineering Section 189 In the fall of 1924, after the amalgamation of the A. S. S. E. and the Engineering Section, our national organization elected H. W. Heinrich, of the Travelers, to represent the organization at Hartford, and under his auspices six interesting and instructive meetings were held. Five of these were held at the Hartford Engineers Club and one of them in the Assembly Hall of the Travelers Insurance Company. The following is an outline of the meetings: January 16, 1925.--S. C. Rogers, lighting Plant, General Electric Co., Subject, Making Traffic, Street Lighting and Traffic Signals. engineer. River Works the Highways Safe for January 22, 1925.--J. L. Thompson, Superintendent of the Travelers' Inspection Division; Subject, Shall the Manufacturer of Industrial Machines provide Guards for the Point of Operation? February 17, 1925.--F. E- Rogers and Mr. Van Alstyne, Air Reduction Sales Company. Subject, The Industrial Applications of Liquid Oxygen. February 24, 1925.--Professor William B. Bailey and Doctor A. D. Risteen, Travelers Insurance Company. Subject, Lecture, The Economics of Safety and Lecture by Doctor Risteen and showing : of safety film, "Hind Sight and Fore Sight." March 6, 1925.--W. L. Bean, N. Y. N. H. & H. R. R. Company! Sub ject, The Repair . of Locomotive Fire Box Boilers. April 17, 1925.--R. H. Hopkins, Chief Engineer, American District Telegraph Company. Subject, Burglary & Fire Protection Devices. Only fifteen persons attended the first meeting, but thanks to Mr. Heinrich's untiring efforts, the attendance at the later meetings was very much better, there having been forty people at the second meeting, eighty-nine at the third, and one hundred and ninety at the fourth. One of our difficulties in Hartford has been that practically all mem bers of the ASSE-Engineeriug Section work for insurance companies. In other words, our membership is not as diversified as it should be, and one of our most important problems is to secure the interest and membership of' men working in the industries, for public service cor porations, and for the city and state. My predecessor did, however, succeed in securing the interest of men not engaged in insurance, as evidenced by the increased attendance at the meetings, and it is hoped that in due time the Hartford Chapter will be something more than a group of insurance safety engineers. Shortly after the annual meeting, a meetings committee and a mem bership committee were appointed, but naturally, during the summer months, very little has been done. While a few new applications for membership have been secured, and some prospective speakers for our meetings have been approached, our activities are naturally not what they will be when we start to hold our monthly meetings again. According to the by-laws, which were adopted at the meeting in May, when the chapter was organized, we were supposed to hold at least one meeting a month, except during June, July, August and September. Our first regular meeting this season will, therefore, be held in October. 190 F'oiip'teenttb gsajevy uvnyrcM We hope that our next chairman, when he submits his report at th< 1926 Safety Congress,: will be able to say that we have had some intex esting and instructive meetings, and been successful in building up .; more diversified membership, as well as having secured favorabl recognition from the community in which we live. Mb. Waesh:: I should like to present a resolution for the consider! tion of this organization. "Believing that better lighting in the industrial, plants of America ca do much to reduce the hazard of accidents and the consequent physic! suffering and economic loss, we .heartily endorse the principles of tl improvement of illumination in mills and factories. "Better lighting is an essential step towards decreased accidents ar at the same time it usually results in reduced production costs and ms be accomplished at a relatively small expenditure." I move the adoption of the resolution. Mb. Morey : . I second the motion. The motion was carried. Chairman- Ristkex: The next is the Report of the Electrical Coi mittee. Are you ready, Mr. .Whiting, with your report? It is doubtless a fact that practically an of the members of this S tion know how to apply resuscitation to any dead body they happen find. I refer, of course, to a freshly dead body that is still warm frc the life that was in it. This is so much of a safety and engineer! matter, that I believe, Mr. Chairman, if you know any of our membc who are not prepared to apply this treatment in an emergency that m come to them at any time, you would be justified in suspending th< membership until they so qualify. Your Electrical Committee is to confine its activities to the low-volta hazard leaving the high-voltage hazard to the Public Utilities Secti already doing good work upon it. There is no desire nor need for yc Electrical Committee: to butt into the standardization rules for design installation of electrical devices which is being well handled by techni organizations outside of the Council. But there is an educational elem of importance in this electrical hazard due to the enormous number persons who are rigging up electrical devices in entire ignorance of < dangers. I contend without any fear of contradiction that for the spn of safety educational ideas there is no organization in the coun superior or even equal to the National Safety Council. We had added to this committee representatives from electrical or* izations outside of the- Council. It includes such prominent natic organizations as the American Institute of Electrical Engineers. * National Electrical Eight Association, the National Fire Protection soeiation and several associations of Electrical Inspectors. You know that nothing is accomplished merely by making up a Ba committee members and you know that committee chairmen never any work they do not have to do. Our work will be of pracdetl * only if each of the members of the entire section will do fate pure A.. 8. S, E.-Engineering Section 191 porting every electrical case that comes to his attention and will go out of his way to set at all of the facts of the case, by making suggestions on practical ways to lessen the hazard and to educate the community and finally by keepjing after the Committee so that it does not die off again. You will not help us if you have no interest in this hazard. Probably many of you still believe it is negligible and will continue to so consider it until you get a death among the workmen for whose safety you are responsible. Of course, these death cases do not happen every day in every plant; if they did, we should have to shut down all of our elec trical power-stations. Less than a inonth ago I sent out four or five inquiries to such' men as Dr. Risteen, who might have some'recent cases in mind. Mere are the answers: One man reports six recent deaths; another reports 9 recent deaths, another 1 death, another 4 deaths, an other 5 out in Wisconsin, and yesterday at another section, three recent deaths in Canada were mentioned. Twenty-eight more low-voltage deaths. They spread all over like the hits from a sawed-off shot gun Do you want the next one to hit somewhere in your own plant; in one of your boilers, in some damp basement or with some portable tool? Some few shots actually stray into the homes and kill one of the family. Suppose the next one hits in your own home! A. week ago last Monday a, woman was killed in Providence, R. I. I know this is not a fake case because a good friend of mine went right to the medical examiner and got the facts. She was mopping up the floor with a damp cloth near a twin socket on the cord to the piano lamp and the ground was made onto a radiator. She was fonnd hours later with her -finger still in the openside of the twin socket. You members of this section have a duty in this matter. Here we have sought the cooperation of outside organizations of high technical standing in the community and we claim some prestige for our pro fession of Safety Engineers. You now have a duty to see that your Committee does something of value to the general community on this wide-spread exposure to low-voltage electrical devices. I know you will pardon me for telling you what your duty is in this matter and I hope that every one of our members will be like the Irish man who "When he seen his duty, he done it." S. E. Whiting, Chairman. S. V- .Tames . M. G. Lloyd W. S. Paine A. H. Moore Paul Spencer EL E. Turkington W. C. Feet J. P. Rohan J. I. Bax.vsh : Whenever we have a tough job we wish it on Mr. Whiting, bnt he is a pretty busy man. So if you all feel as I do. that lie has undertaken. a worthwhile Job, we will give him all the help possible during the coming year. REPORT OF COMMITTEE INVESTIGATING THE ELIMI NATION OF EXCESS NOISE The problem o reducing noise and vibration has been given consider able attention. No complete or single solution has been discovered and it is doubtful whether it will be. Perhaps this is one of the most potent reasons why this serious problem has not progressed further in spite of the mental, physical, and financial advantages which would accrue to humanity from its solution. It is true that through careful study we have found the most suitable means and media for the absorption, or at least the reduction, of harm ful noises, but all applications require a rather careful adaptation to individual conditions and, for this reason, make a sweeping deduction as to causes and remedies impossible. The immediate task of this committee will be, therefore, rather the selection of the most obvious and flagrant cases for study than the recommendation of hard and fast rules. "While the problem of eliminating noise and vibration is' a very.broad subject, and still in its infancy, its harmful effects upon human beinge have been fully established through careful analysis and investigation of prominent experts in all parts of the world. For this reason nc attempt is being made, in this necessarily short and superficial treatise to be original; rather it is attempted to give a resume of evidence ol facts as represented irf the most up-to-date literature on this subject. Mental and Physical Reaction to Noise Whatever causes mental depression or discord, exhausts the force ii the cell of the brain and tends to lower the nervous system generally Loud noises, even though produced for but short periods, irritate tb average person and have a depressing effect. Although this fatlgu attacks primarily a single organ, it gradually extends to the whol nervous system leading, in many cases, to such a feeling of wearines that it may impair the capacity for work in a greater degree than sever muscular work. It is very unfortunate for us that we become graduall used to noise of any kind that at first was very disturbing, and that w do not actually recogtilze its damaging and insidious effects until it ha undermined our health. The fact that a man no longer feels discomfoi at the noises around him does not mean that they no longer have an effect upon him. A general understanding of this fact will restrain i from being led to unsound conclusions. Mental fatigue is characterised by a weakening of the powers < attention or, as a noted medical authority defines it, it is "a conditic of lowered capacity for work." Noise distracts attention which is thi either distributed over too wide a field, with a corresponding loss > r ...t- * :-r. r^WP'-ft'iiMM*11?i-1 ":aTmnfisaB A.. S. S. JE.-Engineering Section 193 intensity and directness, or necessitates a more mental application to the task in hand in order to overcome the distraction- The inevitable re sult is a gradual crumbling of the nervous system due to the excessive strain. Noise One of Primary Causes of Accidents r~ A lowering of -the physical and mental state because of fatigue, caused by noise, is one of the primary causes of accidents. Many accidents have happened on power presses that were due to the operator tripping the press with the foot while the hands were inserting or removing the work from the dies. When a power press operator is efficient, the action of the mind and body are mutually related. In other words the mind of the operator must govern the action of the operator's hands and foot used in operating the machine so that the foot will not cause the press to operate while the hands are In the danger zone. When an operator becomes mentally or physically tired, the mind does not properly register or control the action of the foot and hands, and,' as a result, the operator Is injured. An interesting illustration of the harmful effects of noise as com pared with other causes is given by Sargent Florence in his . book, "Economics of Fatigue and Unrest in English and American Industry," --paragraph 2, page 2. "It was found that, whereas the rate of absence for all men's depart ments was 6.13, the rate averaged 6.29 per cent in the nine departments where eye strain was greatest, 6.38 per cent in the nine departments where muscular strain was greatest, 6.45 per cent in the thirteen de partments where the air conditions were poorest, and 6.82 per cent, in the 5 noisiest departments." On account of its importance and the experiments mentioned, the following pages from Josephine Goldmark's, "Fatigue and Efficiency. A Study in Industry," may be quoted: "The fatiguing .effect of the roar Of machinery is chiefly due to Its influence upon the faculty of attention. Mental fatigue is 'characterized preeminently by a weakening of the powers of attention' upon one thing or a few from among the multiplicities, physical and mental, in whose midst we live. There Is thus in attention a sensation of effort, and fatigue of attention is in direct proportion to the continuance of the efforts and the difficulty of sustaining them. Now, under the influence of loud noise, attention is distracted and the difficulty of sustaining it Increased. ~ "The term `reaction time.' as is well known Is used for the minute interval between the occurrence of some external phenomenon and the signal of its having been perceived by any given individual. This inter val is, as a rule, almost infinitesimal. It is counted in hundred-thou sandths of a second, yet individuals differ markedly in the speed of their reactions. In laboratory experiments, these infinitesimal differences are exactly measured by the use of the HIpp's Chronometer, a stop-watch constructed to mark the thousandth part: of a second. The laboratory 194 M'ourteentn. nu,j ety v/ isivy. experiments confirm what we know from everyday life, that attention increases and fatigue of attention decreases, our promptitude of reac tion. Thus, in a game of tennis, for instance, we fail to make prompt returns as soon as attention is in any way distracted and we are oft guard. Measured by the chronometer, most people, take about 134 thousandths of a second before responding with the hand to the touch on the foot, but fatigue of the attention may double the length of this reaction, prolonging the interval as much as 250 thousandths of a second. Study Shows How Noise Retards Time of Reaction "Now,' further laboratory study shows how noise, like fatigue, -retards the time of reaction. Angelo Mosso in `La Fatica' Quotes an experimenl which showed that when an organ was played, reaction time was in creased from 100 thousandths of a second to 144 thousandths, before tfa subject of the experiment showed that he felt a touch upon his left hand. This retardation took place in spite of a greater intensity o: attention, and whenever the disturbing sound ceased, the time of physio logical reaction became as before. (Obersteiner's experiment./ `Princi pies of Psychology' 1899, James, quotes more careful, detailed Studies of Wundt which disclose the same kind of retardation of reaction tim< through the influence of disturbing noises: ** `I made experiments in which the principal impression or signa for reaction was a bell-stroke whose strength could be graduated by s spring against the hammer with a moveable counterpoise. Each se of observations comprised two series in one of which the bell-stroke wa registered in the ordinary way, whilst in the other a toothed wheel bt longing to the chronometric apparatus made during the entire exper: ment a steady noise against a metal spring. In one half of the latte series (a) the bell-stroke was only moderately strong so that the accon panying noise diminished it considerably not, however, making it indis tinguishable. In the pother half the bell-sound was so loud as to b heard with perfect distinctness above the noise. Mean Maximum Minimum (Bell-Stroke--Without Noise _____...0.189 0.244 0.156 Moderate)--With Noise .................... 0.313 4.499 0.183 (Bell Stroke--Without Noise ________0.15S 0.206 0.133 Loud)--With Noise __________________0.203 0.295 0.140 No. Experirnen 21 16 20 19 " `Since in these experiments, the Sound E even with noise made considerably stronger impression than the sound A without, we mui see in the figures a direct influence of the disturbing noise on tl process of reaction. This influence is freed from mixture with ottu factors when the momentary stimulus and the concomitant disturbam appeal to different senses. I chose, to test this, sight and hearin The momentary signal was an induction-spark leaping from one plal num point to another against a dark background. The steady stimul tion was the noise above described. .A.. 8 8. E.-Engineering Section 195 Spark--Without Noise With Noise _ Mean Maximum Minimum _____0.222 0.284 0.158 _____0.300 0.390 0.250 No. Experiments 20 IS " `When one reflects that in the experiments with one and the same sense the relative intensity of the signal is always depressed, (which by itself is a retarding condition) the amount of retardation In these last observations makes it probable that the disturbing influence upon attention is greater When the stimuli are disparate tJvan -when they belong to the same sense. One does not, in fact, find it particularly hard to register immediately when the bell rings in the midst of the noise; but when the spark is the signal one has the feeling of being coerced, as one turns away from the noise towards it.* (Wundt, Physiol. Phys. ed 11 pp. 241-5). "Thus noise not only distracts attention but necessitates a greater exertion of intensity or ^conscious application, thereby hastening the onset of fatigue of the attention. A quite uncounted strain upon this easily fatigued faculty results among industrial workers, such as girl machine operators, when the deafening intermittent roar of highly speeded machinery adds its quota to the tax of a long day's work. The roar is not even continuous enough, to sink Into monotony. With each stoppage and starting of a machine, it bursts out irregularly. "The subject of noise in industrial establishments is usually dis missed with the remark that the workers `get used to it' and doubtless, in many occupations, the workers themselves are scarcely, or not at all, conscious of any increased application on their part, due to the noise. But, in the main, the process of getting used to it involves pre cisely that increased intensity of nervous effort, that `feeling of being coerced,' of which Wundt speaks in the laboratory experiments and which, as we have seen, is most favorable for the approach of exhaustion. i "Fatigue and Industrial Accidents'* "Fatigue of the attention and lack of muscular control are important in another connection hitherto little regarded. It. has been shown to play a subtle part in the occurrence of industrial accidents. The sta tistics of all countries which have recorded the hours at which such injuries occur prove that, other things being equal, accidents increase progressively up to a certain time in the morning and again in the afternoon work. "Hence, when we find the number and ratio of accidents increasing up to a certain point with each successive hour of work during the morning, falling towards zero at the noon hour and again rising to a maximum in the afternoon, it is reasonable to ascribe the increase in large part to the effects of fatigue, direct and indirect." Classifies Kinds of Excess Noises In the following an attempt is made to classify such noises which primarily cause disturbances. 19G ""'T'Vfr/'C CCJ'/fct7t"W/ oty f vvw A. External. 1. Road traffic. a. Condition of roads or tracks of equipment. 7 b. Operation of road traffic. 2. Construction Work. a. Buildings. " b. Operation of auxiliary machines. railroads and condition of B. Internal. : 1. Operation of Power Machinery. a. Engines. ' b. Pumps. c. Elevators. d. Dynamos and Motors., e. Fans and Blowers. 2. Transmission Machinery. 3. Machine Tools. 4. Handling of Equipment. Ia explanation of this resume the following notations may be added: Intolerable is the noise caused caused by subway and elevated trains as well as street and trolley cars. Fundamentally wrong is the placing of the tracks on a solid nonyielding and resonant foundation. Excel lent results have been obtained abroad by the use of shock-absorbing materials especially under the switches and cross pieces of steel tracks. To be sure the condition of the equipment as loose bearings, worn tracks and wheels, are contributing factors to a great extent. If one bears in mind what may be accomplished with comparatively little expenditure, it is difficult to understand why no concerted efforts are being made to ameliorate such distressing conditions. Extremely annoying is the shrieking of railroad whistles, the opera tion .of automobiles especially of trucks with the muffler cut out, and the" continued unnecessary use of warning signals. Especially in the last two instances every ordinance and law is constantly violated. All of us are familiar with the deafening and appalling noise caused by the operation of rivetting machines in connection with steel con struction. An immense relief would be provided by the use of hydraulic equipment which has found its way into boiler shops to an ever increasing extent. The question of suitable isolation of machinery to prevent the trans mission of disturbing noises and vibrations has stimulated intensive thought in the last decade. Particularly in buildings where industrial and commercial enterprises are carried on, have attempts toward the elimination of the transmission of noises become absolutely necessaryAlso, wherever harmful effects on the health and efficiency of people may result from the operation- of high-powered machinery, satisfactory insurance against suelr occurrences must be made by means of suitable isolation. A.. S. S. IS.-Engineering Section 197 If these reasons are not influencing enough, then others still speak for the adoption of an isolation material. It is evident that byisolating machinery so that shock and vibration are absorbed, the life of both the machine and its foundation are greatly lengthened. A much quieter operation of the entire machinery with a correspondingly re duced cost of upkeep may be observed; while the blows of presses, hammers, stamping machines are safely absorbed without causing un due stresses in the building materials. In by far the most cases, the effect of an isolating slab underneath the machine itself is far-reaching. The vibrations are localized, and limited to their origin, the machine, and their progress through the rigid building and the ground is prevented. The transmission of noises, to be sure, is possible directly through the air. In such- cases sound insulation must be installed either by housing the machine in a sound proof cover or by providing the room with sound-proof walls, floors and ceilings. In general, however, the isolation of the machine itself is by far of the greatest importance as it will localize the disturbing influ ences of the machine and in most cases show such favorable results that special noise insulation is superfluous. Problem of Noise Suppression Receiving Attention It is gratifying to find that the problem of noise suppression in fac tories is receiving more and more attention from machine and tool manufacturers. For some time we have had the silent chain-drive, and noiseless gears and pinions have also been used advantageously. A great service can be rendered by designers of machinery by giving due consideration to the problem when developing designs, and recommend ing the types of machines best suited for the purpose. Very interesting and_ highly recommendable is the work done by the New York Edison Company to absorb noise and vibration -set up by machinery in sub-stations. As many of these stations are located in residential quarters, satisfactory insurance against such occurrences must be made by means of suitable arrangements. The concrete foundations or the rotary converters axe built on. isolated slabs which successfully absorb all vibration. The machines are completely housed in sheet metal housings to prevent any transmission of noises directly through the air. The hum of the static transformers so disagreeable and penetrating, is localized and considerably subdued so as to make it harmless by means of resilient cushions placed under the machines. A difficult problem was the absorption of the whistling and shrieking nodses caused by the air currents driven through the transformers and converters at high speed by powerful blowers. One can readily appreciate tbe difficulties confronting the engineers of the New York Edison Company when one considers the problems of a typical substation. A 4200 kw. rotary converter takes 25,000 cubic feet and the static transformer operating with it 15,000 cubic feet of air per minute, delivered through two multivan fans. The total air there 198 oti/etyJTinirreenxn o*o fore moved in a station of five units would be 200,000 cubic feet of air per minute with ten fans running. The installation of a labyrinth of louvers, baffles, and ducts covered with specially selected materials so completely breaks up andT absorbs the penetrating noise of the rushing air currents that absolute quiet prevails at the intake line of this air supply in the rear of the sub-station, which faces the windows of resi dences. The annoying sound of the blowers passes out in the opposite direction to the incoming air. "Wooden heads inserted in the ends of drums being caulked or riveted has cut down the noise considerably in the plan of the Edge Moor Iron Company of Edge Moor, Delaware," according to F. D. Cox, vice-presi dent of the company, who goes on to say: "In the last shop we built we made the mistake of putting in a con crete floor. When the air riveting or caulking is done in this shop, the noise seems greater because there Is nothing to absorb it. The roof i also of concrete. We tried fastening felt to the underside of the roof but the relief was slight.^ We also tried putting heavy cushions of felt on the floor around the work and on the flat surfaces of the boiler headers but the results were disappointing. When the next shop is built we shall use wooden floors and confine the riveting to one section of the shop." (National Safety News, September, 1923). Rubber Belts and Tires Reduce Noise Noise due to the handling and transport of materials and work on conveyors and trolleys in shops can often be materially reduced by the use of rubber belts and tires. The Westinghouse Company has been devoting much attention to the problem of reducing noise, especially in the automatic sdrew machine department where the clatter of revolving stock in guide tubes effectually drown out all other sounds. By placing fiber or aluminum collars, at frequent intervals, within the tubes, the noise has been greatly subdued and work is now progressing on the equipment of each machine with these noise reducers. In some of the modern and most up-to-date industrial plants ar rangements are made to place noisy machinery in separate depart ments or on floors where walls and ceilings are especially constructed. The purpose is to prevent a reflection of the sounds in the room proper and also to absorb them in such a manner that they are not extended beyond this particular department. The ideal conditions in such cases for minimum noise would be the provision of perfectly noise-absorbing walls and ceilings. Very successful results have been obtained with different materials and the study of "Architectural Acoustics" by Paul E. Sabine and "Sound Proof Partitions" by F. R. Watson, University of Illinois, is recommended. It would lead too farcin this preliminary report to make any more definite recommendations for remedies than those Indicated. But as an initial step, the suggestion made years ago by Gilbreth is highly .._--'*# :-r '> -a-iv>-'r I A.. S. S: E.-Engineering Section 199 useful: "Set aside a certain day in the week when the superintendent of the plant shall devote his attention to the problem o eliminating noise in his plant and try to improve the condition of at least one machine/' It Is believed that such a plan is excellent, if a definite date for a definite and limited object is set because thereby the plant engi neer or superintendent in charge of work will have an incentive to do something useful, something which will bring results immediately. . This report based on the statements of many experts unquestionably proves the seriousness of the prevalence of excess noise resulting in: A. Diminished mental reaction. B. Diminished muscular reaction. And in consequence in: 1. Accidents. 2. Reduced efficiency and output of work. That satisfactory improvements and even perfect conditions can be obtained is certain. The benefits to humanity would be great and in turn would work tremendously to the advantage of the manufacturer and employer. Unfortunately so many follow precedence wrongly es tablished without considering the consequences. Many unbearable con ditions could be ameliorated just by the use of a little bit of common sense. Taking the field of machinery as a whole, the solution of the problem is approached in two ways--either by eliminating the trouble at the source or by stopping or controlling it after it has started. It may be considered under the following general headings: A. Prevention at the source. B. Absorption of noise by means of suitable insulation. C. Absorption of vibrations by means of suitable isolation. The writer is indebted for many helpful suggestions and information to H. W. Mowery, Chairman of this Committee, C. Fred Wolf, also a member of this Committee, E. M. Van Norden, civil engineer of the New York Edison Company, and for considerable information obtained from the articles mentioned in this report, and particularly those pub lished by Professor Henry J. Spooner, Director of Polytechnic School of Engineering, London. _ COMMITTEE ON ELIMINATION OP EXCESS NOISE H. W. Mowery, Chairman C. P. Abel W. S. Duncan : A. C. Germain S. Rosenweig Walter S. Timmis - C. Pred Wolf Chairmaj? Ribteex: The report of the Committee on Static Elec tricity was to have been presented by Chairman W. S. Pains but in his absence Mr. Sell will present the report. 200 Fourteenth Safety Congress Mr. Sell: The Moline Automobile Company of Moline, Illinois, has experimented, on this subject and they found out how they could produce fires by static electricity merely by pouring ten or twelve gallons of gasoline from a can. They were able to start fires four times out of five when they understood the conditions necessary to cause them. REPORT OF THE COMMITTEE ON STATIC ELECTRICITY The work of the committee has been confined to a study of the hazard of static electricity in connection with motor vehicles in an effort to prevent gasoline fires. An independent study of the same subject has been in progress by a committee of the American Petroleum Institute, and their report when ready should be a valuable contribution to the general subject. Several of the oil interests which have studied the sub ject in the past contributed data valuable to the committee In- the for mation of this report. The first work of the committee was to secure as complete a list as possible of those automobile fires believed to have been due to static electricity. The information so developed was. studied to see if it would support any of the various theories as to the origin of gasoline fires by static electricity. The list is attached as an appendix to this report. A. study of the list indicates that in no case can it be said that the fire was of undisputed electrical origin, since in no case was an electric discharged observed. This procedure appears to be one of elimination, and' if the fire cannot be attributed to a hot engine, backfiring, defective wiring, matches, nearby open flame or any of the common causes of fires, the cause is assumed to be static electricity. When the dates of the fires are considered, it does not appear that there is enough evidence to support a view that any season is particularly free from trouble as might be expected if there were a marked division between the more and less humid seasons. In several cases it is either stated or indicated that gasoline had been pumped into the tank in some amount before the fire was noticed, indicating that the fire did not start at the instant the nozzle was approached to the mouth of the tank. To avoid the necessity of a complete electronic explanation of static, the following hypothesis will be used: Static electricity is made evident when two unlike substances which have been in contact are separated. Friction often accompanies the contact but is not in itself essential.. Several assumptions may he made as to the possible source of the static charge which could ignite gasoline. A. The vehicle may arrive at the filling station charged from such causes as: 1. Air friction against the body of the car. 2. Tire friction on the road. 3. The splashing of the gasoline within the tank. A. S. S. E.-Engineering Section 201 B. The static may be produced at the time of filling as from: . 1. The flow of the gasoline through a hose, either grounded or , ungrounded. 2. The breaking up of the gasoline stream into small drops after it leaves the hose nozzle and before it reaches the bot tom of the tank. 3. The flow of the gasoline through a strainer as. for example a piece of chamois skin. Discussing the above assumptions in order, it has been stated that a car may arrive at the Ailing station charged. If this was the case, it would be expected that the discharge or spark would be produced at the instant that the grounded nozzle of the hose was approached to the mouth of the tank within sparking distance. Apparently this is not always or usually the case. Even more significant is the fact that anyone standing on the ground and touching any of the metal work of a car should receive the discharge to ground of whatever charge has accumulated. We have yet to learn of anyone who has experienced a shock or seen a spark under these circuinstances, yet in all the other situations where static has been held responsible as a fire source, that is on belts, in. dry cleaning machinery, etc., many persons have felt and seen such discharges. In a certain definite number of the fires reported as of static origin and by implication in several of the others, it seems to be the fact that the fire did not occur until at least an appreciable amount of gasoline had entered the tank, while if were were to look for the charge as resident on the body of the car, the spark should always take place when the nozzle is approached to the mouth of the tank and hence before pumping has begun. Coming now to the causes mentioned under B, it Is pretty well estab lished that liquids may acquire a charge by flowing through a hose, by breaking up into drops and then moving through the air, and by flow ing through such a material as chamois skin. If the potential difference develops between the gasoline and the hose, the charged liquid would leave the nozzle, the potential of any particle increasing with diminish ing capacity until a discharge would occur to the nozzle or to the metal of the tank grounded through the nozzle. Such a discharge might ignite the gasoline vapor if the mixture was exactly right. So also in the case of static produced by the falling of the gasoline stream in drops. The discharge might set fire to_a mixture if it occurred at a point where the mixture was right. Such fires have occurred and have been care-' fully studied in the case of oil falling a considerable distance from the end of a pipe into a tank. It must, however, be remembered that the distances involved in the case of the automobile tank are compara tively small. The third case of straining through chamois skin is not now of much practical consequence because the use of chamois strainers has not been common for some time. Accurate conclusions are difficult in the face of the small amount of evidence available, and the lack of accurate experimental studies. Such 202 Fourteenth Safety Congress conclusions as the committee has been able to draw follow: There is much greater evidence to indicate that the charge is produced from the flow of the-gasoline, either through the hose, or else by breaking up into drops and gathering charge as it falls through the air after leaving the hose, than there is to believe that the charge is brought to the filling station on the. car structure. Accurate experimental study of this ques tion would be valuable. A suggestion would be to. consider the advisaIjility of making the nozzle on gasoline filling hose long enough so that the gas would leave the nozzle near the bottom of the tank, where at least the mixture would be very rich even if the end is not completely submerged. The present practice of grounding the nozzle and hose should, of course, be continued. If further study of gasoline fires caused by static electricity is to be done by the Council, the committee would suggest that the Council gather detailed and authentic data from all available sources covering automo bile fires believed to be of electrical origin. At the same time it is sug gested that some qualified agency be interested in the experimental study of electrical charges or differences of potential which may be found on motor vehicles or which may be produced at'the time of filling them. W. S. PAINE, Chairman. . C. M. ALLEN, R. C. DWYER, E. J. SMITH, Committee. Motor Vehicle Fires Assigned to Static APPENDIX A (1) May 23, 1925. Employee states that he had pumped about four gallons into tank in rear of car when he noticed flame around the gas tank. Fire extinguished with little damage. (Probably static.) Source of information: Insurance adjuster. (2) May or June, 1925. ` A Ford touring car was receiving gasoline . when from some unknown cause, car suddenly burst into flame and was totally destroyed. Source of information: Insurance policy claim. (Possibly static.) (3) May 15, 1925. A rtank was in process of filling when gasoline was ignited (probably by a static spark). Six cars partly burned, Bridgeport, Conn. Source of information: Insurance adjuster. (4) December, 1923. Tank under seat of truck being filled. When partly full it suddenly blazed up; but was extinguished with some dam age. Cause could not be ^determined. (Probably static.) Source of in formation : Insurance adjuster. (5) .rnuary 2, 1924. Truck being filled at gasoline station suddenly burst into flame. Fire ^extinguished with some damage. (Probably static.) Source of information: Insurance adjuster. (6) Dec., 1923, or Jan., 1924. Truck being filled with gasoline - in a warehouse. An explosion of. undetermined origin destroyed the truck . A.. 18. S. E.-Engineering Section 203 and warehouse. (Possibly static.) Source of information: Insurance adjuster. (7) June 28, 1923. Cadillac tank being filled with gasoline. After about a half gallon had been pumped in, flames sprang up from the tank opening. Car destroyed. (Very probably static.) Source of informa tion: Insurance adjuster. (8) June, 1923. Ford tank being filled with gasoline. Hose was ex tended across lap of occupant to tank and held by owner. Fire appeared at tank opening as sodh as service man started to pump. The service man hastily pulled out hose spilling gasoline on occupant of car who was fatally burned. surance adjuster. (Probably static.) Source of information: In (9) April 18, 1921. A tank truck was filling an underground tank. The gasoline took fire from unknown cause (possibly static). Source of information: N". F. P. A. records. (10) September 30, 1922. A tank truck was being filled. Gasoline ignited. (Probably static.) Source of information: N. F. P. A. records. (11) June 26, 1924. A tank truck was being filled. Gasoline ignited. (Probably static.) Source of information: N. F. P. A. records. (12) October, 1924. Underground tank was being filled from truck. Gasoline ignited around hose. (Probably static.) Source of informa tion: N. F. P. A. records. Chaibman Ristken : Will Mr. Keown, of the Wisconsin Industrial Commission, Madison, Wisconsin, please present the report of the Com mittee on Promotion of Safety Education in Engineering Colleges? REPORT OP COMMITTEE ON SAFETY EDUCATION IN * ENGINEERING COLLEGES Engineers have givenzman practically every comfort, luxury, and con venience he enjoys today. They have given him railroads, steamships, electricity, automobiles, telephones, telegraphs, radios, machinery for making clothing and preparing food, office buildings, and homes. Engineers' creations, however, are not entirely beneficial, for in the United States alone they kill 85,000 persons annually. Of this number 62,000 are killed in homes, on highways, and in public places, while using man's comforts, luxuries, and conveniences; the remainder, 23.000/ are killed in industry while making the products of the engineers' genius. In addition to this total of 85,000 accidental deaths, approximately 3,000,000 persons in industry alone are injured each year so that each is forced to lay off from work at least a day or more .beyond the shift dur ing which the injury occurred. So few statistics are available that it is impossible to estimate the number of persons injured in public and home accidents. From a humanitarian standpoint, accidents result in untold suffering, privation, and poverty among those who are injured and among their families: ^ 20-t Fourteenth Safety Congress From an economic standpoint, they impose a burden that is costing society millions of dollars annually in charity and in supporting bomes for orphans, cripples, and old people. Industrial accidents for but one year represent a loss of 296,000,000 days of work and a net loss of $827,000,000 in wages, which must be borne jointly by the workers, their families, and society in general. To the employers these accidents rep resent a loss of $187,000,000 in compensation and doctor bills, in addi tion to untold sums resulting from decreased production, increased labor turnover, lowered morale, material spoilage, and property damage. This is an enormous toll in suffering and life and money to pay for the things that we have come to`look upon, almost as necessities in life; and society, workers, and Employers are beginning to unite in their de mand upon the trained engineer for relief from this accident burden. Accident Prevention!1!' > It is the opinion of many students of this problem that relief is obtainable through two methods; through education, and through the elimination of accident hazards. Education .Educational methods areTnecessary because many men are injured as the result of their own or a fellow worker's recklessness. In addition, many employees start work with no conception of modern machinery and its dangers. Furthermore, some workers are fatalistic about acci dents, thinking of an accident as something that can happen, to the other fellow but not to one's self. It, therefore, becomes necessary to instruct these men in the methods of performing their work safely. Elimination of Hazards Safety education alone,Tiowever, will never accomplish maximum re sults. It must go hand in^ hand with the elimination of accident haz ards; the two are inseparable. For example, it is not sufficient to warn the helper in an engine room not to come too close to~a rapidly revolving flywheel, nor to instruct the operator to keep his hands away from the danger zone when the ram of a power press is descending. In addition, it is necessary to go deeper toward the root of the trouble; to guard or enclose the flywheel so no one would be injured even though he may slip or fall when near the wheel, and to re-design the dies of the power press so it is unnecessary and impossible for the operator to place his hands in the danger zone. As indicated in these two Illustrations, there are two methods of elim inating accident hazards; either by the installation of safeguards, or by what is known as "engineering revision". Safeguards The term "safeguards" ^applies to those accessory devices such as enclosures for belts, pulleys, flywheels, shafting and gears, sawguards. =ivnHHMiw*wama --it ifr i j--gaHm Aitt-aiia;^ : r A.. S. S, E.-Engineering Section '20'5 shaper guards; and many others, the majority of which are not integral parts of the machines that are guarded. - . Engineering Revision Most safeguards serve merely as temporary expedients awaiting the development of.-more-fundamental means of eliminating accident haz ards through- the- application of engineering revision. An example of this is a continuation of the illustration just outlined. Several years ago, numerous-'types of collapsible gates and .sweeping 'devices . were installed, on various>.power ..presses to brush aside the operator's hand when the ram descended. These devices have now become more or less obsolete because improvements in the design of the dies, providing mechanical feeding, have totally eliminated the accident haeards. One prominent manufacturer in Wisconsin (the Simmons Company) operating 700 presses, lost thirty-six lingers in 1919. Following the re-de sign of their dies, they have operated during 1924 with the loss of- but one linger.and at the same time production has increased 60 per cent. The Engineer's Responsibility Why is it, however, the world at large looks to the engineer for relief from our accident burden? Part of . the answer to this question is because it is the engineer who is largely responsible for the creation of this burden through' the devel opment of power machinery and our modern industrial system. Further more, it is the engineer and he alone who so combines the theoretical and practical knowledge that are essential for progress in accident pre vention. . True, the technic of safety education can well be developed by a person trained in imparting knowledge, but who if not the engineer is to prime that person on the sort of * knowledge he is to impart to the industrial wdrkers? And would- it not be better to have the engineer instruct the workers direct, rather than to let an ordinary teacher pass on second hand information about which he has had no personal experience? The design and construction of safeguards is likewise a job for the engineer. The best results can be obtained if the engineer includes all safeguards in the .original design of a machine. Such guards are usually more effective than guards that are superimposed on completed equip ment. Even in the installation of so simple a guaTd as an enclosure for a flywheel there are engineering problems that may not be immediately apparent. There is the question of the material from which to fabri cate the guard; should it Be of wood, sheet metal, wire mesh, or expanded metal; to what height should each enclosure extend; how far should it be from the parts guarded; should the enclosure be solid or provided with openings; if the latter, what is the maximum sized open ings to permit; what provisions must be made for oiling, etc. Then, too, there is the ever-present problem of so designing each safe 206 Fourteenth Safety Congress . guard that it will not limit or decrease production. It has been dem onstrated time after time that safeguards properly designed, installed, and operated, do not limit production. On the other hand, they actually increase production through greater efficiency in operation and through a feeling of greater security on the part of the operator. Revision offers the engineer a still .larger field of activity than either safety education or the application of safeguards. It is more fundamental, requiring more expert knowledge not only of certain operations, but also of entire processes. It often involves the installation of new equip ment, improving and refining present equipment, and re-designing various processes. In one instance, a certain process in the plant of a large industrial' concern (National Lead Company) required the attendance of twentythree skilled men who were continually exposed to the injurious dust that was developed. The Chief Engineer conceived an entirely new method of doing this work which not only removed all accident and health hazards, but also cut down the number of attendants from twenty-three to three, and furthermore increased production so tre mendously that it may affect the entire industry. Sources of Accident Problems Granted that the engineer has a large responsibility in accident pre vention, to what sources must he look for opportunities to accomplish the maximum good? - The accident records of any - industry or any plant will reveal un limited opportunities. The majority of our industrial concerns now keep records of all accidents classified by causes which if carefully ana lyzed by a competent engineer, will give, him plenty of data showing the necessity for the education of workers iii the safe, ways to do their jobs, or for the installation of safeguards, or for' engineering revision. The engineering analysis of near-accidents offers even a still better source. Investigations in one plant indicate that there are one hundred times as many near-accidents involving no personal injuries as there are true accidents in which people are hurt.' The same investigations -indi cate that these near-accidents are ten times as costly as the true acci dents. " Fbr instance, just one accident resulting from a casting dropping off a truck might not appear to be worth investigation, hut when it is real ized that for every time a man is hurt in this way, there are ninety-nine other similar near-accidents, the careful engineer may be lead to develop a new type of truck or to conceive some other improvement representing hundreds of dollars that otherwise would he lost through property dam age, material spoilage, and inefficient work of the trucker. Responsibility of Engineering Colleges The 4000 industrial concerns that are members of the National Safety Council are increasing their demand for engineers with training and A.. S. S. E.-Engineering Section 207 ability to solve the present-day accident problems. If our engineering colleges are to keep pace with the times, they.must help to meet this demand. Not, however,. by giving special courses and degrees in safety engineering, but by including enough safety material in the existing courses so that accident prevention will not be an entirely new subject to the engineering graduate who goes to work for an industrial concern and later becomes an operating executive. It is agreed that the need is not for more safety engineers, but for more engineers with an apprecia tion of safety. The American Society of Safety Engineers--Engineering Section of the National Safety Council, heartily endorses the report of Safety Committee No. 25 of the Society for the Promotion of Engineering Edu cation, which committee^ is composed of C. J. Tilden, R. M. Raymond, H. J. Hughes, F. P. McKibben, M. E. Cooley, W. T. Magruder,' and J. O. Keller, and strongly recommends that: 1. Each engineering college should emphasize the safeguarding of physical apparatus and equipment to conform to standard require ments both in shops and laboratories to impress upon the stu dents the safety point-of-view. 2. A minimum of two lectures or recitations on accident preven tion should be given in industrial organization and management courses. 3. The idea of safety should be included in design courses, such as machine design, electrical design, building design and construc tion, hydraulic design, etc. It is recognized that a number of our colleges already appreciate the immediate necessity of including accident prevention in their shop, lec ture, and design work. A few are going still further in arranging acci dent prevention lectures to be given by prominent industrialists, in re quiring a study of first aid and workmen's compensation matters, in the use of motion pictures, Glides, posters, and exhibits, and in the appoint ment of faculty and student safety committees. Certainly, the three recommendations of the Society for the Promotion of Engineering Education will not work any hardship upon any college adopting them, and it is hoped they will commend themselves to the careful consideration- and thoughtful application of every engineering student and professor. R. McA. KEOWN, Chairman. J. M. SANDEL. PROFESSOR W. S. VON BERNUTH. PROFESSOR J. O. KELLER. W. DEAN KEEFER, Secretary. Mr. Keow.v: I move the adoption of this report. Mb. Ban-ash: I second the motion. Secretary Keefeb: The Society for the Promotion of Engineering Education composed of engineering college professors and deans, has asked our organization to prepare a report outlining the need for and 208 Fourteenth Safety Congress methods to be employed In teaching safety to student engineers. It Is proposed to submit the paper that has just been presented, as the report of the ASSE-Engineering Section of the National Safety Council. Upon vote the motion was carried. Cbaikuan Bisxees: Mr. Banash, will you report on fire hose threads? J. I. Banash offered the following resolution and moved its adoption. Whereas:--The lack of unformity in fire hose threads has heretofore contributed to heavy losses^ in lives and property values from fire, and Whereas:--The movement in the Standardization of Fire Hose Threads is now nation-wide in extent and through the active assistance of numer ous agencies is constantly attaining increased speed, and Whereas:--The National (American) Standard- Fire-Hose Coupling Screw Thread has been formally approved by the American Engineering Standards Committee with, the National Board of Fire Underwriters, the American Water Works Ass'n, and the American Society of Mechanical Engineers as sponsors, therefore Be It Resolved:--That the American Society of Safety Engineers-- Engineering Section of the National Safety Council, endorse this Stand ardization movement, and formally adopted as its standard, the National (American) Standard Fire-Hose Coupling Screw Thread. The motion was seconded and carried. Chaibman Risteen: Although he is not a member of the nominating committee, I am going to ask Mr. Mowery to present the committee re port. - Mr. Mowery read the report and moved its adoption. REPORT OF NOMINATING COMMITTEE Chairman, G. E. Sanford, General Electric Company. Schenectady, N. Y. r Vice-Chairman, R. C. Stratton, The Travelers Insurance Co.. Hartford, Conn. Vice-Chairman, E. W. Beck, IT. S. Rubber Company, New York City. Secretary, W. Bean Keefer, National Safety Council, Chicago. Asslstant Secretary, Mrs. G. S. Wood, New York City. Directors for Three Years: S. E. Whiting, Liberty Mutual Insurance Co., Boston, Mass.; E. Ross Parra, IT. S. Gypsum Company, New Brighton. S. I., N. Y.; W. E. Welch, The Travelers Insurance Co., New York City. ADJOURNMENT Automotive Section September 29, 30 and October 1, 1925 R. F. THALNER, Chairman Safety Director, Buick Motor Car Company, Flint, Mich. G. A. KUECHENMEISTER, Vice-Chairman in Charge of Program Personnel Manager, Dominion Forge and Stamping Company, Walkerville, Ontario, . Canada H.. S. PUTNAM, .Vice-Chairman in Charge of Power Presses Safety Manager, American Can Company, New York City ARTHUR F. DUNNEBACKE, Secretary Safety Director, Olds Motor Works, Lansing, Mich. TUESDAY MORNING SESSION kHB AUTOMOTIVE Section of the National Safety Council, held in the Statler Hotel, Cleveland, Ohio, convened at 9:45 o'clock, R. F. Thalner, Chairman, presiding*. . WHY THE MANAGER SHOULD BE INTERESTED IN SAFETY C. C. Carlton, Secretary, Motor Wheel Corporation, Lansing, Mich. It seems evident that it is just as important to ask why the manager should be interested in making money or saving money for his com pany, or why he should be interested in selling his product, or in short why the manager should^ be interested in making a success of his busi ness--as to ask why he should be interested in safety. Safety to the manager means conservation---saving or - conserving time, money, human usefulness, human life. An accident in his factory costs the manager time and money, slows up production, causes delays, impairs the usefulness of, or possibly means the loss * of an employee whom it has cost time and money to educate to his job. Safety--the elimination of delays, hence continued production at lesser cost, elimi nation of money payments, freedom from worry, better morale which sooner or later results in greater profits--and not the least important, freedom from suffering, freedom from bodily injury, elimination of accidental death, with all their consequent train of suffering and mourn ing on the part of the innocent ones at home. 209 210 Fourteenth Safety Congress Measured by the standard' of business success, in terms of dollars-- the manager must be interested in safety, in every activity of you safety men which promotes the physical safety for his employees, because safety means more profits in the long- run for his company. But, measured by the greater and better standard of humanity, the manager sees In your safety work his plain duty on his executive throne, but the man that he is, willing and anxious to do all within his power to promote the safety, the happiness, the physical, mental, moral--yes, even the spiritual well being of the men and women working for him, if you please, but for themselves, under his direction. And so it seems to me that the answer to the question given me is too self-evident to need much greater discussion, and taking advantage of the license,' conceded to all speak ers, may I proceed to ramble promiscuously for a few minutes over the general subject of safety--which you men have chosen or had thrust upon you as your life work----from the viewpoint of the executive. The "Ad visability of Safety Work" is a proposition which has no "holes" in it from any standpoint. _ Safety Experts Deserve Credit for Ingenuity. All successful managers, therefore, today agree that every possible mechanical contrivance for the physical safety of employees is not only advisable from the humanitarian point of view, but necessary from a financial standpoint. Neglect to provide proper safety appliances today, is not only inexcusable but likely to prove disastrous financially. Safety experts deserve^ great credit for the Ingenuity shows and the great progress made in safety appliances and in the mechanics oC acci dent prevention. We mast all keep ever-lastingly at these mechanical problems, but isn't your real problem today how to arouse and keep the interest of the employee in the matter of his own safety, how to make men use their brains while they are using their muscles, bow to arouse and -keep their interest, how to awaken eye, ear and all senses to an enduring alertness which will protect life, limb, and happiness? And so this problem of human safety is no longer one of mechanics as much as of human psychology--a job of constantly reminding men and women - of the obvious, a. job of constantly devising new methods of keeping the old idea of self preservation constantly in the minds, not of children, but of men^and women; a tiresome, endless, almost thank less job, requiring not jjnly endless patience, but great tact and diplo macy, and constantly fresh ideas and new, keen thinking. Yours is not the job which will make you a hero. I was greatly interested in a recent editorial in the "JX'atiomaJ Ssfefjr Weivs" which brought out clearly and forcibly that those entrusted with the task of teaching men in industry the fundamentals of self pcwotrvation have a tendency to shirk what may seem to them moootooMtf iPtpttition. The details of ^accident prevention have become so fiallltr to them, that they take it for granted everyone else knows thm. Sodi succeeding group of new employees is likely to receive less titocwdb instruction and many of the older ones are allowed to forget. Automotive Section 211 New processes and developments In industry have created new hazards yet only a small percentage of the millions of gainfully employed are exposed to them. The bulk of injuries are still caused by hazards which existed long before the age of machinery. Falls of persons and objects have perhaps claimed more victims than wars and automobiles combined yet safety men are still busy teaching people to live and work safely in spite of the law of gravitation. Flying particles have caused eye injuries since the stone age. but getting men to use protective devices is still an acute problem in many plants. No hazard which still figures in the accident reports is too old or too familiar to be discarded from present and future discussions. It is sure to be new to many, while others have forgotten it. We do not need new subjects so much as new ideas, new viewpoints and new presenta tions of many of our old ones. We must never feel that our work is finished. We can hot make a man safe and feel certain that he will remain safe forever. Our most disheartening experiences occur with men whom we have felt were com pletely sold on safety and yet who have, nevertheless, contributed to an accident. Do not fear that your property will become so safe that your efforts will no longer be needed. Safety Endeavors Always Will Be Needed. You and I will not see the day when safety endeavors are not needed. We need, rather, to cultivate patience and forebearance, continually and consistently prosecuting this great work. The saving of men and money through the work of the safety depart ment is the logical expectation of the general manager. If he does not expect this, the directors have made a mistake in selecting him. If his expectation is not realized, he has not selected the right safety director. The general manager's job is to produce quality goods at minimum cost to meet competition. This he can not do if accident costs are high. The general man'agerlhas two kinds of machinery with which to pro duce his goods, human and mechanical. Considerable time is spent by the maintenance department In selecting and caring for mechanical equip ment, much of which is useless unless the human machinery Is thor oughly efficient. It is the function of the employment department to select and place the human equipment and the safety department must be re sponsible for the safety of these persons while at work. The headlines of our morning papers lead us to believe that less value is placed upon human life than at' any previous time in American his tory. But I think that it is not that the young man of today values life less, but rather that the breakneck speed of modern living has made us all gamblers to the point where the youth of today risks his very life more freely than bis grandfather gambled a five dollar bill. "Take a chance" is the motto of our age and safety and preservation of life and limb; of morals and future happiness, are secondary to the pressure and pleasure of the hour. "Have a Care," "Take Your Time," "Stop, Look 212 Fourteenth Safety Congress * and Listen," are slogans scorned by this generation as sure signs of old. age, old fogyism, and general decay. The greatest labor problem in school as "well as in shop today, is lack of interest in the job and the constantly, growing feeling of resentment at anything which in any way restricts perfect freedom, and detracts from the joy and pleasure of the hour--not ultimate happiness, but the thrill of the moment, the "hell of a good time," for which our blase youth is seeking night and day. And so this generation is likely to re sent any word of caution, or advice of safety, and rushing blindly, almost madly forward, crys, "To Hell with the Don'ts!--Let's Do!" The very element "'of our marvelous business- progress in this auto motive industry presents at the same time the real "problem with whieh you safety men must cope. Speed alone "is not- the cause of accidents, but speed, too, often breeds carelessness, thoughtlessness, -resentment - at anything which gets in _the way, causes a moment's delay or breathes a word of caution--and accidents with their resulting losses are the result. -Chairman Thata-ek:__Dr. Allport has prepared his paper and he fully intended to be here. In view "of his absence, we have asked Dr. C. F. N. Schram, of the Fairbanks Morse Company, Beloit, Wisconsin, to read- this paper. Dr. C. F. X. Schram. (Fairbanks Mcfrse Company, Beloit, Wisconsin) : We have at Beloit a large number of eye injuries and. I. take, care of a good many, but I don't pretend to be the specialist on eye injuries that Dr. Allport is, and I cannot give the talk that he can give. EYE ACCIDENTS AND THEIR PREVENTION Frank Allport, M. D,, Chicago, III. The many phases of eye accidents may be enumerated as follows: (1). Prevention; (2). Injuries; (3). Treatment. Let us consider how ,,eye accidents can be prevented, for aside from the human element, and physical and mental suffering, with the excep tion of death compensations, more money is dispensed' annually for eye accidents than for any other form of industrial injuries. In one corpora tion alone, eye accidents have been reduced 60% In the past ten years, during which time 6,300 men have escaped eye injuries. This has been accomplished chiefly by the. use of goggles, protectives around machin ery, and by personal talks, safety meetings, propaganda, etc. Men should perform work that is harmonious with their physical con ditions. Those afflicted with bronchitis or asthma should not work In dusty or smoky atmospheres. Neither should men be called upon to perform labor that is inconsistent or detrimental to their ocular condiditions. The most certain method of intelligently observing this condi tion is a practical survey of all men's eyes before employment. Such examinations disclose defective visual fields and color sense, muscular insufficiencies, vision, refractive errors, trachoma, and other conjunctival Automotive Section 213 diseases, chalazions, corneal opacities, iritic adhesions, cataracts, vit reous capacities, retinal, choroidal and optic nerve diseases, etc. Such examinations would be of great value to the employee, as it would enable him to be frequently cured or relieved of such diseases (the existence of which are perhaps unknown), and would usually be the means of placing him in occupations and situations suitable for his ocular defects. For instance, the proper fitting of glasses might open a new existence; the curing of traehomawould be a blessed relief; changing from a dark, dusty place to a light, clean situation would make work a pleasure in stead of ah irritating . and dangerous' drudgery.. Such examinations should be repeated whenever men desire them, or occasion require, and they certainly should be generally performed, at least once in three years, as in three years (or even much less), many things may happen requiring intelligent care and treatment. Such examinations are of very great value to the employer for sev eral reasons. -Every employee, and especially every injured man, is a potential litigant. Employers should know the ocular condition -of all applicants. For instance, suppose Jones seeks employment of-Smith on January 3. His eyes are examined, and he is found to have an incipient cataract of the left eye. On July 3, he has a minor accident to the left eye, and he brings suit against Smith for defective vision of the left eye. It can readily be realized how valuable are these records of Janu ary 3, showing a cataract developing in the left eye. The cost of such examinations is like paying for insurance; you may never need it, but, if you do need it, you will need it badly. If an ap>plicant for work has a bad eye, the employer has a right fo know it, as he Is entering into a liability contract. An employer does not want to hire a man whose eyes are sd bad as tc make him a poor workman, a danger to himself or other workmen, oi the factory itself.' Neither does he want to employ a man with a con tagfous disease such, for instance, as trachoma, which is liable to spreac to other workmen, obstruct business, hazard eyesight, and produce not only commercial depression but invite litigation, anxiety, and flnanda depletion. Place suitable glasses on a workman who has been strugglin} with poor vision and see how his output improves. Give a man propel treatment for the various forms of conjunctivitis and make the sam observation. Another reason for understanding the condition of work men's eyes before employment is the law; in some states, that if a mai Is blind in one eye and loses the other in some company's employ, tha the employer shall be responsible for the loss of both eyes. Some) Laws Open to Criticism Let us suppose that a man lost his left eye ten years ago by an at cident while working for a gravel organization and- collected damage for such loss. A month ago, while working for a slipper company, h unfortunately lost his right eye from an accident while at work- Th slipper company, in some states, would have to pay not only for the los 214 Fourteenth Safety Congress of the right eye but for the loss of the left eye as well, on the plea that whereas before the last accident to his right eye he was still able to work and support his family, that now he is totally blind, and the com pany must pay for total blindness, notwithstanding the fact that he has already collected damages for the loss of his left eye. It Is unreason able to require the slipper company to pay for the loss of two eyes when only responsible for the loss of one, especially when it is remembered that the loss of the first eye, has already been paid for by the gravel or ganization. The lobbyists and framers of laws, supposed to be for the benefit of the laboring man, have overreached themselves, I feel, for while such a law may be of benefit to a few men, it is a distinct detriment to the great rank and file of laboring men. Nobody likes to employ a one-eyed man, when obliged thereby to accept a two-eyed responsibility. It has been suggested that the unfortunate one-eyed man hunting a job might give his new employer, a document absolving him from such responsibility, but under the law, he is forbidden to do so. He must take his chances as a one-eyed man. and as such he will some -times find it hard to secure a job, unless he can continue working for the same firm in whose serv ices he received his injury. Almost all firms continue giving employ ment to a man who has been injured in their services where It is possible to do so. This law should be changed so that an employer is only liable for tb actual damage inflicted upon an employee while in his service. I feel it should be legal for ah employee to give a document to his employer ab solving him from whatever conditions they may mutually agree upon. There is now a bill before one State Legislature releasing an employei from liability for two blind eyes, when only one has been injured in hit employ. r= A Supreme Court decision, rendered in December, 1924, in St. Paul Minn., was as follows: N. C." Mesgard of Minneapolis, who had beet blind in one eye since infancy, met with- an accident, in mature life while working for some company. His sightless eye was removed. Th< Industrial Commission awarded him $18 a week for 102 weeks, li other words, he received $1,836 for the loss of an already sightless eye The State Supreme Court held that, "For the removal of a sightless eye necessitated by an industrial accident, a workman is entitled to recelv compensation for the loss of an eye, as provided by the Workmen's CotB pensation Act." The Supreme Court, therefore, it seems, makes no dh tinction between the loss of a good and a sightless eye. The award wa not made on the ground of deformity, as is admissible in some states It was made because an eye was removed. Whether this eye was a goo< eye or a sightless eye evidently made no difference to the highest judicia body in that State. Let me emphasize the desirability of a thorough but practical examiiu tion of the eyes of prospective employees before work is assigned. Ocula examinations of this nature should be made, by skilled oculists, who* - Automotive Section 215 opinions will bear weight with judges, juries lawyers and industrial commissions. Would Abolish Incompetent "Shop Oculist" Another element in the prevention of oeular damage would be the total abolishment in factories of what has come to be known as the "shop oculist." This individual is a workman who has acquired an un deserved reputation for removing foreign bodies from the eyes. If the object happens to lie in the undersurface of the upper lid, or in the lower cul-de-sac, he may complete his job without injury. But it is when the foreign body has fastened itself into the corneal tissues that the "shop oculist" does deadly work. Without cocaine to keep the eye painless and quiet, with poor illumination, and perhaps no magnifying glass, with dirty tools, and unclean hands, and. with no antiseptics, or any conception of asepsis, he begins, scraping and scratching the cornea as he proceeds until, when he ceases his work, with perhaps the foreign body still in place, the cornea looks like the field of some deadly battle. The patient Is then sent to a doctor. Even if the oculist removes the offender, the cornea is usually so injured and infected that the eye not infrequently develops a panophthalmitis and has to be removed, a perfectly needless sacrifice if the right thing had been done at first. Even if the eye is not removed, in all probability the cornea becomes ulcer ated and. the patient is doomed to a period of suffering and danger, ter minating in a large corneal scar, probably in the visual center, and correspondingly diminished vision. A clear cornea is necessary for clear vision and every permanent corneal scar, - especially if situated in the center of the cornea, is followed by a proportionate visual loss. It is important that all foreign bodies located in the cornea should be re moved with as little disturbance and damage to the corneal tissue as possible, always remembering that every scratch or ulcer will leave a scar that will more or less diminish vision. The "Shop Oculist" should no longer be allowed to function. He costs too much in time, money, suf fering and ocular well-being. I have seen scores.and scores of eyes lost or blinded by well-meaning but damaging ministrations. The Pullman Company in January, 1923, employed a competent half time oculist at their works. His duties follow: 1. To take visual acuity, and pass judgment on the advisability of hiring men who request employment. 2. To examine the eyes of train crews, electric locomotive and monorail crane operators. 3. To test for errors of refraction, and to order prescriptive goggles. 4. To treat injuries to the eyes. 5. To treat eye diseases. The company provided a treatment room, and a dark room for oph thalmoscopic examinations, etc., adjoining-the main dispensary, which is centrally located. Dr. Davidson writes: 216 Fourteenth Safety Congress "There are from 8,000 to 10,000 employees on the payroll at all times, and the labor turnover amounts to from 900 to 3,500 men a month. Ac cordingly, it is impossible to examine the eyes of all the men hired. However, the oculist sees all the men who wear glasses, all men over 40 years of age, and all men who have any visible eye defects. `'The policy as to hiring new men excludes those with only one eye. One-eyed men now employed 'are retained, but they must wear sidescreened goggles at all times while in the plant. They are granted leave of absence on request, but should they leave of their own accord, with out sickness, they are not rehired. All new men who have less than 20/20 vision without glasses in one eye are not rehired, even though their vision can he corrected to 20/20 with glasses. Our hiring age limit rules out the elderly men, and the only cases this affects are the higher myopes, and, of course, those with old injuries, some with ambly opia and mal developments, and very high hyperopes. The 20/20 clause is the result of the Illinois Industrial Act which makes a man indus trially blind when his vision' is under 20/20. We have many oldtimers who are industrially blind without glasses and practically normal with glasses. These men, of course, -are given prescriptive goggles, with bi focals when necessary, for constant wear in the shop. "Railroad standard vision is required for our railroad employees, for our train crews, and for our electric locomotive and monorail crane op erators. As the monorail crane operators have to be over steam one minute and exposed to bot or cold air another, we do not find it prac ticable for them to wear goggles. They are far too high for danger to themselves, and we insist on their vision being good so that they will not injure anyone below; with steamy goggles, this might happen. All these men have 20/20 in both eyes without glasses. Impressing Importance of_Goggles "John Doe, Ck. No. 100, is given a job as laborer in the freight shop. He has been instructed by his foreman as to the nature of his work, and is given his tools and a pair of piano, superarmorplate goggles with side screens. Everything goes well until the fifth day. John takes Off his goggles to wipe them and something hits him in the eye. He is immediately taken to the first-aid station where the nurse (R. N.) dis covers a foreign body on the cornea of the left eye. His eye is cleansed and bandaged. He rides to the dispensary where' it is removed, and proper treatment instituted' by the oculist. He returns to work three days later. -- "Suppose that John does not like to wear goggles and discards them. He is stopped by a safety inspector and is told why he should wear them. He promises to do so, but is caught without them the next day. He says that the goggles steam up and that they give him headaches. He is sent to the oculist who gives him a prescriptive, superarmor-plate pair of goggles. He is relieved of headaches and wears his goggles most of the time. Two months later, a piece of steel hits his goggles, bend- A.utomotive Section 317 ing them up and cracking the lenses, hut his eyes are not injured. John is a safety-first man for life and will not go hack to work until he has new goggles. "Employees are allowed to "visit the oculist whenever they desire hut they must first get permission. In case of injury, however, the nearest fellow workman takes the patient to the dispensary at once. "We use several types of goggles. They-are 46mm. round, are made like spectacles, and protect the eyes and upper cheek. Some have no side screens, while others have. The side screens keep dust and par ticles from coming in around the hack of the lens. They envelop the eye with a metal screen on all sides. For sand blasters, a finer mesh is used on the side screens. These are called dust-proof goggles. In ex tremely dusty places, rubberoid goggles are used which protect the eyes more fully. They are held on by means of an adjustable elastic band around the back of the head. For arc welders, the rubber goggles are used with a suitable color to cut out the ultraviolet rays. The lenses are 3mm. thick and withstand a good blow. When the blow is heavy enough to break the lens, the lens shatters inside the goggles without leaving the frame. These lenses can be ground in any reasonable strength and are given to the men on "ticket" without cost to them, just as their tools are issued. Their names are stamped on the goggle frame bar so- that they will know their own goggles, and they are instructed never to lend them to another. This keeps down infections and skin diseases. "In the beginning, there was difficulty in educating the men to wear goggles. They considered it an encroachment on their personal liberties. To convince them of the necessity for wearing goggles, posters were placarded throughout the plant giving the names of fellow workers whose goggles had saved their eyesight. Then, the leaders and superintendents set the example, and gradually the men saw the point. At first, goggles without side screens were given but they are now being replaced, with the side-screened goggles. `Our greatest difficulty has been in overcoming the complaints that the goggles are too heavy, that they cause headaches, that the lenses steam up, and that the side screen cuts off side vision. These points were finally cleared by personal talks and by fitting the employee to his individual need. Most Eye Injuries Occur at 4:30 P. M. "There are two first-aid stations where registered nurses are on duty. In this way, patients with acid burns and serious injuries are given first aid and sterile dressing before being sent to the centra] dispensary. The men are instructed to keep soiled handkerchiefs knives, toothpicks, flaxseeds, and human tongues out of injured eyes. Flaxseeds are used extensively by negroes and the human tongue bj foreigners -when attempting to remove foreign substances. "Twice as many injuries to the eyes occur at 4:30 p. m. than at anj ---"*** njjfi 218 Fourteenth Safety Congress other time. This can be explained by fatigue, by waning illumination and by the rush to finish tasks, before quitting time. More injuries occur in proportion to the number employed when the plant is rushec with ' orders than when orders are slack and the men work mors leisurely. There are fewer accidents on Tuesdays and Thursdays thar on any other days of the week. Why this happens cannot be ex plained, for no reason has been given why workmen should be lesi careful on certain days of the week/' It seems almost unnecessary to urge employers to abolish the ole "roller towel," and yet they can be found in some shops. Individua paper towels should be furnished. Construction and Lighting of Shops The proper construction and lighting of shops are a great factor ii the prevention of accidents. Shops should be designed by architect who specialize in such work, and the lighting should be installed b; illuminating engineers. It is cheaper and better in the end. Specialist in architecture, shop.. interiors and illumination should be engaged t solve these problems. Every workman's bench should be as convenien as possible. The shop should be equipped with cooling apparatus, ele< trie fans, dust expelling apparatus, plenty of window spaces, awnings etc. Great illumination does not necessarily mean wise illuminatioi Lighting may be excessive and embarrassing, or it may be poor, is sufficient and improperly placed. It is for such reasons that the advic of illuminating engineers should be sought and followed. Daylight j the best illuminant, of course, and the best artificial light is the on that most nearly simulates daylight. Shops should have all the windo' spacing that does not produce visual embarrassment. Concernin artificial illumination, there should be plenty of overhead illuminatioi and shaded lights should be placed on workmen's benches wheneve it is desirable. The ideal lighting comes from above behind, an from the left, illumination from the front is dazzling to the eyes, an* if it comes from the right, the workman's hand, tool, etc., force shadow to be cast on the field of -work. Windows, electric globes, et< should be kept clean, and- the walls should be frequently painted. Tt most productive shop labor is during the months ot June, July at August, when daylight is at its peak. The quality is better, ar wastage is at its minimum. Shop accidents are at their lowest lev during these months. I have recently compiled and published reports of 223 of my ow cases occurring during the last ten years, where steel has invaded tl interior of the eye, but in not one of these cases was the injured nu wearing goggles at the time of the accident. The glass in the goggl can be ground to suit the refractive error of each individual, ai every shop worker should be urged to always wear goggles while i side the shop. Eye accidents would be reduced at least 25 per ce if this suggestion was followed. Automotive Section 219 Shops - should have a full time Safety man to continually endeavor to prevent accidents. He should conduct safety meetings, be on good terms with the men, issue safety propaganda, inspect tools and ma chinery and watch for new safety devices. A good safety inspector is a profitable investment. Among his duties none is more important than seeing to it that each man has his own pair of goggles, designed to correspond with his own particular line of work. Goggles should be ground to suit each man's error of refraction (provided he has any), and goggles should not be worn over a man's ordinary glasses. Sometimes a man's employment is such that goggles are not sufficient, as in molten metal workers, pneumatic hammer workers, etc., in which cases men should wear helmets, face masks, wire masks, etc. In most shops men are in constant danger, not only from their own machinery but from machinery all over, the plant from which chips may fly at any moment. It is therefore desirable that not only shall goggles he worn (and those with side pieces are the best), but that movable screens should he placed around machinery particularly prone to precipitate the flying of migrating chips. I am often surprised that so few people are injured when workmen are chiseling out glass from sidewalks. I always screen my face as I go by, and I was glad to see the other day a workman engaged in this kind of work who not only wore goggles bnt who had a threet-winged screen surrounding him as he worked. This should always he done. Some Causes of Eye Accidents Improper tools and the absence of suitable protective devices produce many eye accidents. In 223 cases of intra-ocular steel invasion, 189 cases proceeded from hammering. Hammering produces more eye acci dents than any other form of trauma. Next comes emery wheels, and then molten metal accidents, electric flashes, riveting, machine tools, bursting of water and lubricating glasses, belting, etc., etc. One reason why hammering produces so many accidents is that workmen are not always careful of their tools. For instance, their hammers become mushroomed and softened, and particles of steel easily fly off and pro duce injuries All tools, should be kept in good order. Constant factory inspection would save many eyes, and, incidentally, many dollars. Emery Wheels produce many eye accidents, and the cor neas of emery wheel workers are often speckled over with small opaci ties, the sites of numerous traumas from the wheel or the object that is being ground. The same may be said of any glasses that the worker may be wearing w-hile grinding. I have seen such glasses so speckled with little projectiles that they look almost like frosted glass, which, of course, proves their usefulness, and the value of goggles. These little foreign bodies hardly ever reach the eye if goggles are worn. Vats containing molten metal should be handled carefully, and should be surrounded by protectives. Goggles, or, still better, leather masks with goggles, should always be worn when handling molten and babbit 220 metal, for burns from spts nfrirng wxIkmb, n<ul are moat gruesome and discouraging ia (Mr r.fcxrscmr. Electric lliilifii cam Ike aorttid hgr using enclowd ltches and fuse boxes. Riveting ud leadAf wuchtoe neddents eu best be avoided by care and the use oC fftgfTr Hitting seadtiBes, ahapers, etc_ should be protected by what is Imoaii am tfatl ddp gourds. Water and lubricat ing glass accidents can be amch reduced by using the very best glass, and by protecting the glass with suitable guards, as the contents are under constant and strong steam pressure. Byes are sometimes injured by being strode with broken belting, caused by improper Jointing. Endless or glued joint belts should be used instead of hooks or to make a Joint. Belts should never be replaced on a pulley by a stick, as is so frequently done. Serious eye accidents sometimes result from such practices. Excessive light or heat in shops, particularly steel shops where electric welding is done, may produce restimtl and other eye injuries. The temperature and light in these furnaces are tremendous. Cast iron furnaces possess a temperature of 2,000 FU and la electric welding the temperature may rise to a height of 12,000* F. Sncb heat and glare may produce retinal and optic nerve changes and burns of the skin, conjunctiva and cornea. Screens of blue or red glass sbonld be used, and the workman Should wear an aluminum helmet. Retinal changes may occur from grinding carbon or manganese steel, where the worker looks constantly into a steady stream of sparks, and while doing this work amber goggles should be worn. Amber goggles should be worn by glass blowers to prevent cataracts, and by silver burnishers, who look protractedly upon highly polished sur faces to prevent retinal changes. Goggles should be worn when the oxy- acetylene or electric torch is in use. Occupations That Are Dangerous Attention should be paid to the fact that certain occupations are likely to injure vision, and every precaution should be taken to prevent this disaster. For instance, dinitrobenzine, which is used In manufacturing aniline dyes, injures vision by inhalation, which can be prevented by am ple ventilation, or by using closed mixing vessels. Bisulphide of carbon, used in vulcanizing rubber, produces a vapor which injures vision by producing retinal and optic nerve changes with a very poor prognosis. Nicotine may be absorbed in tobacco factories, with characteristic ocular symptoms. Amblyopia may develop in both tobacco workers and tea tasters. Paper hangers, painters, workers in arsenical preparations, etc., demonstrate the fact that arsenic is absorbed principally through the respiratory tract, producing eye pain and irritability, optic neuritis and atrophy. Eyes are damaged in occupations where lead is used. Lead enters the body through the fingers and lungs. Headaches, poor vision, scotoma, ptosis, paralysis, etc., are noticed. Carbon monoxide very oc casionally produces optic nerve and retinal disturbances and paresis of the ocular muscles. -- at.: i..--.;.. MWWHjW mil iffiBEKi i i I-MliwiMMI MII MIMjllMl^JUII^MIliliuEiiiL Automotive Section 221 Most of the ocular disturbances from chemical causes can be avoided by. strict cleanliness, especially of the hands, and by thorough. ventila tion. Wood alcohol is used in many industries, and workmen should al ways be acquainted with the fact that they are dealing with a deadly poison, capable of producing blindness from optic nerve atrophy, and even death. High explosives in mining, railroad construction, etc., produce many serious eye accidents. Bursting bottles in charged water factories and lime burns often produce disastrous ocular damages. Great care under such circumstances, with a full realization of the damages involved, will prevent many accidents. Byes of miners are not only threatened by ex plosives, iii dislodging coal, but by nystagmus possibly from being un derground with insufficient illumination and from working while lying on the back. The real cause of miners' nystagmus is more or. less shrouded in mystery. Only a comparatively few miners have nystagmus at all. Although they all work under practically identical conditions. Very few miners in America and South Africa have nystagmus, but it is rather prevalent in England. Some miners think that giving up the old Glennie lamp and its replacement by the new and glaring electric lamps has increased the prevalence of nystagmus. Other observers re gard the inhalation of gases in mines as being an important factor in the etiology, but, as about the same gases are liberated in all mines, how can one account for the prevalence of the disease in England and its comparative absence in America and South Africa, etc.? I think we shall have to acknowledge we have no definite knowledge as to the cause of this disease. Mines should be abundantly lighted, abnormal postures while at work should he avoided, errors of refraction should be corrected, the health should be kept at the highest standard, and .the hours of submerged work should be as short as possible. Certain occupations, involving exposure of the eye to heat and light, may produce slowly developing cataracts. This is conspicuously the case with glass blowers/ but may also occur in any industry where the eyes are exposed for long periods of time to intense heat and light. The greatest protection consists in wearing thick colored glasses that disperse both heat and chemical rays. I wish to say a few words for the benefit of office workers, whose eyes are being damaged-by protracted work on books and papers, by poor illumination, and through the wrong kind of glasses, perhaps pur chased at a place where examinations are "free," instead of wearing glasses prescribed by a competent ophthalmologist. All of these details should receive proper attention by those who are earning their living by visual work performed in offices or stores. They may have myopia, hypermetropic presbyopia, astigmatism, weak adduction or serious in traocular conditions, etc. Perhaps they do nothing to remedy such con ditions but just work on, or maybe they go to an optician, or optometrist, or a dispensary. Such people should consult a reputable oculist where they will receive the best attention. jrtturiwntn- o/ety ucmyrew I am sure that most oculists would be glad to enter into an arrange ment with large employers to look after their employees at reduced rates. JDh. Senator: I want to add one word. The more care we can give to the human eye. and I would put more emphasis on that than to the teeth, the more we are going to do for humanity. Next to poor dentistry, we have more poor vision in the employment today in the United States than anything else. There are more people who need glasses without a pre-employment health examination than ytou could imagine, and as Dr. Allport says, we do not know anything about it if you don't make an examination. The man can't afford to take the chance that you are let ting him take If you don't do that. We have men who are totally blind in one eye and they didn't know it. We have a large number of them who are industrially blind, and those men do not know that there is anything wrong with their vision. That sounds nuthouse, but it isn't. We have men in the shop who were examined in the army and when they examined the eyes in the army they didn't cover one eye like that and then the other one, but they examined both eyes, and they turned the eyes around, so to speak. I have seen their discharge papers where some of them will read 20/20 and today they have an eye that will ex amine 20/70, or 20/90. It is entirely up to the employer, and it is really up to the eye doctor to get the real conservation in safety today. DISCUSSION W. P. Dittmek (Supervisor of Safety, Westinghouse Electric and Manu facturing Company. East Pittsburgh, Pa.): I would like to ask Dr. Schram what objections there are in wearing the framed glasses over his spectacles? Dr. Scsikam: I don't know! At Fairbanks Morse Company we have quite a number of men who have been fitted with the proper glasses and we sent them to an eye, ear and nose specialist. We had their lenses fitted Into the goggles which they were to wear and those men were taken care of in that way. - We also have just as many men, probably more, that we put the goggles on right over their glasses and they wear them. It is a good point that he brings up, but I am sorry I can't answer - the question. Hakoib Moore (Safety Inspector, The .Willys-Morrow Company, Elmira, N. Y.): I have found in my experience that it is not possible to satisfac torily fit specification lenses into the ordinary type of goggle, on ac count of the difference in the distance the lens is from the eye. Some goggles are different from others and the men don't like them for that reason. Dr. Schkasi : With our men, where we have fitted the proper lenses into their goggles, I have had no complaint. A-utomotive Section 223 Ckakles H. Lakgo (Plant Engineering Department, Chrysler Corpora tion. Detroit, Michigan) : I would like to bear out some of the remarks that were made with regard to the' air hose being used for the blowing off of dirt, etc. from the machines. We. ourselves, found that when we took an analysis at the time of the accident, or after the accident happened, more people came to the first aid room just before quitting time in the evening or the first thing in the morning. The result was that in the first case, where they were get ting ready to leave for home, they would get in a hurry and they would perhaps get something in their eye and carry it there until morning and then go to first aid room and have it taken out. They would not take the time to go there before leaving for home. In our department where we work on the transmission cases it was most noticeable, and we decided to take off the air hose and see if that would have any effect. The result was successful. That is for a sug gestion. I may say that since we started eye examinations, which were started about a year ago, our experience has borne out just what Dr. Schram has said, in regard to the great number of men that came in with vision 20/70 and didn't know it. Actually some of the men that came into our shop had absolutely no vision at all in one of their eyes, and we went after the matter in the way that he suggests. Of course we record it and keep a record of those things, and when some one says that you don't want a record like that, he is just kidding himself. You do want to record it. We told the men to go and see an eye, ear, nose and throat doctor and get their eyes properly fitted, and we told those men that if they did not see their way clear to spend the money for the glasses, we would let them choose their own doctor, and we would pay the hill and take it ont of their pay in small payments. "We found the men responded to that and they were very glad to do so. That seems to Be one branch of the safety work that is selling itself and I am glad to offer my testimony. Geobge S. Thompson:- Has any man in the room had an opportunity of testing out the efficiency of the vacuum system in cleaning the dust and dirt in the shop, such as cleaning down the hangers, and such things, in comparison with the pressure hose. Chabees H. Lango: - We use that system in cleaning out the interior of the bodies, such as the roadster bodies in removing the cotton particles, tacks, etc. and we have found it very effective. Mb. Thompson: A number of years ago, I was connected with a plant that had seven different industries under one roof, in which they had everything from scrap metal to brass and metal chips, cast iron chips, and we had dirt, and we had even rubber compound from one of the departments, and also rubber clay mixture that is used for moulding and vulcanizing rubber, and all of that material was injurious to the eyes from blowing it around, like we used to do it. The old fellow would JT OKnccn 1/1/ K31MJ O-t-xj X-/ vny r CO# cow alone with hbt broom and sweep the dirt tap into a. corner and then, he would come along with his pan and pick the dirt up, or perhaps he would just merely lay his broom against the pile and leave it there. It is the same thing: when you blow the dirt around with an air hose. You only have moved it from one spot to another spot. Well, we employed a vacuum cleaner, and by that I mean one of these arrangements which, are made by the American Radiator Company, the kind you push around the shop and pick up all kind of dirt and metal chips, etc. You can pick up objects that weigh a quarter of an ounce, and you would be surprised at the amount of scrap we' pick up in this way. At first the machine only had a container that held a bushel and we have changed that sol that it will hold more,, but in picking up' the scrap and dirt throughout the shop by the janitor, and in our particular shop where the floor is 500 feet long by 125 feet wide, and there are four floors in this particular building, they merely move that machine from one floor to another and all of the chips. are picked up by using this machine. When the machine is emptied in the morning after accumulation of scrap, etc., in six months time the machine paid for itself, for the scrap gathered up amounted to $375.00 If that is worth anything to you, think it over. I don't believe in this blowing stuff around the room. With the use of this machine you are able to go into any of the departments and pick up the small chips, and particularly dirt, and it is a sanitary way of doing it. Chairmax Tiialxer: I might say in answer to Mr. Thompson's ques tion. I can't give you a definite answer but we have a job in our motor plant, where we are boring the wrist pin holes in the pistons, which is a very dusty job, and we have been in the habit in the past of cleaning the jig by blowing the dirt on the jig with the air hose, but we are con sidering putting in a Vacuum system on the job, and I would be very glad to inform you if it is successful. Ewart O. Austin (Sifely Head, Ford Motor Company, Ontario, Canada): I would like to ask the doctor if the Fairbanks Morse Com pany pays the expense \\ hen lenses are changed in the goggles for the men. I)k. Sciirani : Yes, we do. ~ That item has not been very large with us, for it happens that it is more or less the older employees who need their lenses changed in that way. L. W. Thompson (Superintendent of Employment and Safety, Wagner Electric Corporation, St. Louis, Mo.) : I was interested in the mention that was made in the law from a jury, regarding the man who had been injured before; that is, where a man has lost the sight of one of his eyes and then after that perhaps that eye which was good would be injured, and perhaps lose the sight of it, then he would collect for both eyes. I happen to toe in itoe supervisory capacity and I would like to have a man on the other side. Are there any laws at this time covering that and in how many states? Automotive Section 225 Dk. C. F. N. Sensam: I can't answer the question the way it should be answered. I saw some Wisconsin Industrial Commission men here and Wisconsin has such a law. I may not be telling it correctly, but my understanding is this: On each eye injury we pay to the State a certain sum of money which is set aside, and then the State uses that fund to take care of the total disabil ity cases arising from the loss of two arms, two legs, or two eyes, and I think it is Wisconsin where is applies to two eyes only, and I am told that there are other- states doing the same thing. Thomas E. Casibbidge (Manager I. A. D., International Harvester Company, Chicago, III.): I understand that in the last session of legis lature in the State of Minnesota, they have changed the law because of the Supreme - Court decision awarding total compensation where the eye was totally blind.* -- Frank L. Wanzeb (Safety Inspector, The Steel Company of Canada, Ltd., Hamilton, Ontario) : We have recently started examining the eyes of our men and we have run across a great many surprises. Every man who has a speck in his eye is supposed to go to the first aid room. At that time we take a note of his case and make a check number on that, stating just what, the nature of it was, and if he comes back again an other record is made for the same man, and in this way we have a com plete record for each man in the shop. The results of these records are kept on a sheet, and they run from January on up to date, and by follow ing along that line every speck or every happening that has occurred to that man during that period can be plainly seen on this sheet. I want to ask the question, Mr. Chairman, if a man gets a speck in his eye. or he gets dust in his eye, from mica, etc., to what extent does that damage do? If It is a little speck he goes away again after it is re moved, but to what extent is that man's vision impaired? Dr. Sciiram: I think Dr. Allport will back me up in this statement: If there is no ulceration of the ey.fe, there is no damage done. If you get an infection, there is^damage done. May I throw out one more suggestion? There are companies who are selling a stamp, and you can put this stamp right on the report of the man, which is a picture of the human eye. In every first aid room, they can take this stamp, one for the right eye and one for the left eye, and they can note on this chart just where the piece entered the eye, at what time, etc., for it is madeio that you can refer to it as a clock, with the numbers there, such as She o'clock, two o'clock, etc. We will say that an accident happened at one o'clock, and it happened to be over the pupil, or oyer the iris, or perhaps at the outer canthus of the eye, or perhaps it was on the sclera, and in this way you have a com plete record of it. ^ The reason for that is this: If you put cocaine in a man's eye in order to take a foreign body out of the eye, that puts his eye in such a condition that after you have taken the foreign body from his eye and he goes back to work,- thenjif another speck hits his eye he doesn't feel it 226 Fourteenth Safety Congress and lie may carry that around in his eye for some time. Now this Isn't a rare occurrence. When a man gets something in his eye and you take it out for him, and explain about it, he is unable to be convinced. You have to picture it to him and after he is satisfied with what you are trying to tell him about it, then you are going to get somewhere. A satisfied man is worth while. CiiAn:MA.\ Tiiaxxek: In .that connection. Dr. Schram, wouldn't the bandage on the eye prevent that? Dr. ScnR.vM: Yes, but a man running a punch press, lathe or running a crane out there could not have the proper vision from one eye. Did you ever stick your finger out here like that and look at it with one eye. Did you ever try it? You have lost your'focus of distance for the one eye, and not only that,Jbut if you bandage up an eye like that, you have' sealed up an injury, and that is a poor treatment. When we bandage up a man's eye, I say to that man, "Come back here every hour, because we want to take the bandage off and give it a rest." We also tell that man. when he goes home at night, to leave the bandage off of his eye. When he goes to bed, take the bandage off, turn off the lights, and leave his eye uncovered. Charles H. Da:?go: In the case where you put cocaine in the man's eye, and he cannot feel further specks from getting into his eye, why don't you prevent a man In that condition from going back to work until his eye is in good condition again? Du. Scueam: If we said to every man, "You have to wait over here for an hour and one-half," the next time he got something in his eye, he would tell you to go to the happy hunting ground. You also have to consider that Industry gets raw material and you put them into the shop and you can't expect a finished product right away. The Safety Department has to reason some of these things out, and throughout your whole plant it has to dovetail. In other words I will put it this way: The production is mightily important at the Fairbanks Morse Company, and it is not coming from the men in the hospital or the men in the office, but it comes from, the men in the shop where produc tion counts. As soon as the man gets fixed up he gets back there in the shop, and he gets back there quick. H. E. Price (Plant Engineer and Safety Director, Cleveland Automobile Company, Cleveland, Ohio) : I received a piece of emery in my eye way back in 1SS7, and the shop oculist tried to take it out. I still have the scar on my eye. I went over to the hospital to have it taken out and they gave it up as a hopeless case, and I still have that piece in my eye. We have made it a rule In our factory that in case of any foreign matter in the eye, that man is to go to the dispensary at once and have it looked after. We are very lucky in having a very good nurse in our dispensary and she is very clever in her work. I might say that we do not send the man back into the shop on his job if that nurse says that he should not go back. We, of course, get a Automotive Section 227 kick from the foreman sometimes that the man is away too long, but it is up to the nnrse. But we have found that she works well with the foremen and she realizes that it is holding up production when the man is away from the shop, but we try to get those men hack as quickly as we can. C. S. Slack (Manager of Cooperating Department. Studebaker Corpora tion, Detroit, Mich.): The question in my mind is at the present time, what plan have the menT in the Safety Department adopted in the get ting of the men to wear their goggles. I think that is the crux of the situation. We buy goggles for the men and we even go so far as to threaten to lire a man if he does not wear them, and I think if we are dealing in eye conservation, if any one here has solved that problem with some unique plan,' I think it is worthy of discussion and I Would like to learn how you get these men to do what they ought to do for themselves without going to the extreme of simply removing them from the service. J. W. Hexxing (Assistant Superintendent, Automatic Electric Com pany, Chicago, III.) : We had two eye losses in our Core Department, and I might say that in that department we hire mostly girls for that sort of work. I believe that the girls are probably the hardest things to make wear goggles, on account of the fact that they don't look good and they are too heavy, etc. After the loss of this one eye, we decided that the girls should wear goggles. In their work a bit of copper wire flew off and we lost an eye that way. so we decided to buy 100 pairs of goggles, of the light type, and the result was that they didn't look good, they were too heavy and they hart their eyes. Well, we had them wear them for a day or two and the result was that the next day they were all off again. We then decided that something had to be done and done quickly after we had another loss of an eye. During the week - there was a Safety Inspector who came there and we had a talk with him about the thing, and during the conversation the General Foreman said. that it couldn't be done. He said that you couldn't make them wew them, and that was all there was to It. Well, I went out into that department and I picked out three girls, or I should say two of them were girls and the other one was an elderly lady, and I explained the situation to them. 1 explained it to the elderly lady especially, for I knew that she could convince the other girls much easier than the girls could. She wore her goggles and a few girls on either side of her, but the rest of them didn't seem to take to it, and the results were no better. I then gave them a talking to and. that didn't seem to help them much. But one night I happened to be riding home on the street car and the foreman happened to be on the same car. I said to him, "You are going to be out of a job if you don't convince those girls that they will have to wear those goggles, and I will he out of a job,' too." He said, "I will try It again." _ 38 =J7 / c eefi'irirjuvj'vcif* Tile next day lie went around to each, girl and told them, that they would have to wear their goggles, and the result was that they wore them for that day, and then it resulted as it had before, but the three girls that I had picked out finally convinced all of those girls to wear their goggles, and in Ithe course of a month or so all of the girls were wearing their goggles. But there is one thing we do do each day, and that Is we allow them re take off their goggles for a period of ten minutes at a time in order tc "rest their eyes," they say. That is how we get by with it. Rusk L_ Wanzeb: We are working along the same lines, and we art having the same trouble in trying to get the men to wear their goggles We have come to the conclusion that all of our eyes are somewhat dif ferent. If I come to you and put a plain glass on your eye. the chance: are that it will dim your vision, or it is too heavy, or something els about having this thing over your eyes when you work, and the met object to that. They just won't have it. I tell them to come^around to the first aid department and I tell then that I believe that I can pick them out a pair of goggles that will bi perfectly safe and that they will fit them all right and- they will be happj In wearing them. Little by little we are getting them around to weai their goggles, but I would not put a pair of gaggles on a man's eyes un less his eyes have been tested and have those lenses put right into th< goggles. They don't pull on his eyes and he has the protection. Lately I have been having men some to me and tell me that they wer< very glad that I had told them to wear their goggles. It takes a littli time, and you have to take them individual by individual and worl along that way, but I believe that it pays to do it that way. I believe Dr. Schram will bear me up in the statement that th- lenses must be fitted to the man's eyes. Don't make him wear the plaii glass. ~ G. A. KeuctienmetSter (Personnel Manager, Dominion Forge an Stamping Company, Walkerville, Ontario, Canada): You men go bac' into your shop and find out why it is that the men get to work on tim in the morning, or why it is that they obey'the "no smoking'' rule, o how you get out the production. Find out who gives the orders. The make a goggle rule and have it obeyed, and will find that the whole thin will result from the proper supervision from soup to nuts, and nothin else but. J. N. Brown- (Safety Inspector, Durant Motor Company of New Jerse; Elizabeth, N. J.) : In the state of New Jersey the law says that the ma in the shop must wear goggles, and if a man loses his eye while he dot not have his goggles on, he loses his compensation. Has any move bee attempted on this in other states? G. A. Orth (Chief, Safety and Claim Departments, American Car an Foundry Company, New York, N. Y.) : That rule is law in the laws < the State of Indiana; and Section 8 of that law provided that the ma who does not wear his goggles is denied his compensation. Automotive Section 229 We have a rule that where a man refuses to wear his goggles we dis charge ' him, and when we produce .the." evidence that our foreman had been acting in the supervision of the.wearer of goggles, they sustain us in all of our-accidents. 'r" Chaibman Thainee: The next subject is "Demonstration of Elimina tion of Injurious Eight Rays" and was to be given by Harold Judd, of the Johnston Optical Company, Detroit, Michigan. I am very sorry that he is unable to be with us this morning to present this to us. I am going to call on Mr. Mr. Kuechenmeister to carry on. this program. ADDRESS BIT G. A. KUECHENMEISTER About 18 years ago, in the city of Tacoma, I was fixing the fuse under a street car, and - while under there I received an electric flash. I was working nights and I want to tell you that I had never seen pink electric lights before in my life, .but all night long the electric lights had a pink color. The next day, when I awoke about two o'clock in the afternoon, I found that I couldn't open my eyes. I went back to sleep again and when I awoke the second time I then bathed my eyes for about an hour before I could get them open at all. I made my way. down to the shop, and I was sent immediately to the Tacoma Hospital. I laid there three days and I-want to tell you, gentlemen, right now, that if hell has any greater torture, I don't want to go to hell- I laid there three days and I couldn't see a thing. All of my plans, hopes and ambitions were shot to pieces. You can't realize what it is like and what that meant to me. I would like to have you just try a little experiment. Blindfold your self, or get some one to bandage your eyes and sit down for five, ten, or fifteen minutes, and try and think yonrself blind and think that you will never see your wife, your girl, your children, or that you will never be able to drive an automobile again, or anything that yon have been in the habit of doing, and if that will not convince you of the seriousness of eye cases, I just want to say that you belong, in the egg collection of the hard boiled variety, with cracked shells. Of course if I had had. a pair of goggles in front of my eyes I probably wouldn't have been burnt. The flash wasn't long enough duration to let the injurious rays do the work, but it was the heat and the burn. Any ordinary pair of glasses_or goggles would have protected my eyes. In those days we didn't know anything about goggles. I don't know if any man was wearing^ goggles along in 1906 or 1907'. -Several years later I found out through a former member of a Safety Committee that there was such a thing as goggles which would give the eyes protection and prevented accidents, and as foreman of a welding department I became interested in the wearing of goggles. One day the safety man sent a note-down to me to take all of the colored glasses and bring them to the safety meeting in order that they 230 Fourteenth Safety Congress might be tested, and the demonstration that night was one of the two which we have here today. I had a blue, a red and smoked glass and I took all of them to that meeting, and I want to say that the men that put on that demonstration made a monkey out of me and they showed those glasses up for what they were worth. That demonstration we have here, as you see on the table, is that same demonstration. We are using two machines in this demonstration, one being a spectrum projector and the other is a Diotherine Ray instru ment. With these two machines we get both ends of the visible rays on both ends of the spectrum. The projector makes the ultra violet rays on the blue end visible and it is merely a matter of now you see me. The Diotherine Ray instrument shows us the action of the Infra Red on heat waves on the red end. The Infra Red rays are not visible and I don't think there is anybody who has made it visible, but we prove their existence by the use of a ther mometer. and that is what we propose to show with the use of these two machines. t A good welding glass should do two things: First, it should insure protection to the workman's eyes from glare'and eliminate the transmis sion of the injurious invisible rays on both ends of the spectrum. Second, it should create an efficient field in which the operator may work. A field in the yellow and green bands of the spectrum and one which allows the workman to see the details of the job without undue eye strain. Unfortunately, in the past, we have too often thought that efficient welding glass could be determined simply by its color or density, its free dom from waves and the lack of pits and small holes. This is not true, because two pieces of glass may look alike and apparently have the same filtering and absorption qualities, when in reality they have not the same qualities at all. You heard yesterday about the case of the Naval Officer who insisted that the two glasses were exactly the same. To prove it he put one in one side and one in the other and he looked into the electric arc foi one hour. He said that no damage was done at all, and all of that stuB about being different was bunk. The next day he didn't show up in his office and he is in the hospita now having serious trouble with one eye. That is a practical demonstra tion in the use of the wrong colored glass. I presume that many of. you probably have been told and still believi that the ultra-violet is the trouble maker. I believed that too, until Mr Judd convinced me to the contrary. I am very sorry that Mr. Judd couli not be with us today, for he could go into detail, and tell you some of th things about this subject, for all that I can do is to sort of outline it t you. It is not so much the ultra-violet rays, which are comparatively eas to eliminate, but it is rather the Infra-Red rays which are more difflcul to remove, and they are the ones which cause the damage to the eye. .Automotive Section 231 WEDNESDAY MORNING- SESSION Chaibmait Thai,neb: The first order of business this morning is the election of officers, I will call on the Chairman of the .Nominating Com mittee to make his report at this time. A. L. Kaems. Mb. Kaems (Safety Engineer, Simmons Company, Kenosha, Wiscon sin) : The Nominating Committee begs to report that they recommend to you, for election the following officers of this Section for the ensuing year: Chairman--G. A. Kuechenmester, Personnel Manager, Domin ion Forge and Stamping Company, Walkerville, Ontario, Canada; Vice-Chairman, in Charge of Program--Theodore O. Meisner Safety Division, American Can Company, Maywood, Illinois. Vice-Chairman, in Charge of Power Presses--Arthur F. Dunne- backe. Safety Director, Olds Motor Works, Lansing, Michigan. Secretary--A. M. Williams, Chrysler Corporation, Detroit, Michigan. Advisory Committee--A. L. Kaems, Safety Engineer, Simmons Company, Kenosha, Wisconsin. Harry L. St. Clair, Manitowoc, Wisconsin. H. Schwab, Aluminum Goods Company, Manitowoc, Wis. Jas. I. Philips, Hupmobile Company, Detroit, Michigan. George S. Thompson, Royal Indemnity Company, Detroit, Michigan. R. F. Thalner, Safety Director, Buiek Motor Company, Flint, Michigan. The Secretary was authorized to cast a unanimous ballot for the in coming officers- / HAZARDS OF THE PUNCH PRESS DEPARTMENT OTHER THAN ON THE MACHINE W. F. Dittmer, Supervisor of Safety, Westinghouse Electric & Mfg. Co., East Pittsburgh, Pa. Since the principles of safety apply to practically all branches of manu facturing, whether that of metal, wood, rubber, etc., this subject should be of concern to anyone interested in the work of safety. In order that you may realize the magnitude of the problem confront ing our company in the metal stamping department, it is desirable to give some facts concerning the capacity, equipment and . general arrange ment Of it. - The metal stamping department is housed in the larger part of a well- lighted, two-story brick building and occupies about 75,000 square feet of space- The remaining part of the building is used for tbe manufac ture of dies. A warehouse immediately adjoins and here the raw mate rial is stored. 232 Fourteenth Safety Congress The equipment consists of 325 puneh and. draw presses, 33 squaring or sizing shears, also enameling and baling machines, all individual motor drive, as well as annealing ovens, electric and hand trucks, industrial cars, portable hoists, elevators and the necessary overhead cranes. Between 700 and 800 men and women are employed, and several million pounds of finished steel, brass and copper punchings are delivered each month. The accidents occurring during the past seven and one-half years have been classified as follows, and in these accidents there has been included every injury, where any lost time whatever occurred. Per Cent Burns__________a-------:---------------------------------------------------------------- 1.11 Falling objects-------------------------------- Flying objects _________________________________________________ Handling-- -- Material______________________________________________________ Miscellaneous items11.83 Hand tools 2.59 Machines-- 14.62 5.36 32.71 Punch press --l----------------------------------------------------------------------Squaring shears ----------------------------------------------------------------Tripping and falling------------------------------- 18.11 2.03 2.40 Miscellaneous ----------------------------------------------- 8.25 It will be observed that approximately 20 per cent of the accidents occurred on. the machines and 80 per cent away from them. It is be lieved that as this experience will be found to be more or less dupli cated in other concerns who have endeavored to make their metal stamp ing department safe, the reason for choosing the subject--accidents-- other than on the machines--is plainly in evidence. Of. the 80 per cent of Jhe accidents occuring away from the machine, . about 75 per cent or over one half of these accidents were caused by han dling material and by falling objects, while the balance were due to mis cellaneous causes. = Our work is so diversified that we are unable to purchase sheet ma terial exactly to size and must, therefore, stock it in certain standard widths, cutting these to the necessary dimensions as required. This alone would make a considerable amount of extra handling of the raw stock necessary; but, in addition, much of this stock requires enameling as well as annealing, and, furthermore a very large amount of the finished punchings necessitates several operations. The dies used are of various shapes and sizes, some weighing as much as three tons, while many orders involve but short runs. The lubricant for prolonging the life of the cutting edges of the dies, causes them to become slippery, making their handling a rather hazardous one. Furthermore, the scrap is bulky and of various shapes, kinds and weights. The complexity of the situation will, therefore, be evident, and will ^4raa^raife*! immi-v,I istia.^au,,.., .at. : jf.rawfc| tioMiMBIMHIi. v - ^ Automotive Section 833 show that the problem is one beyond the scope of any safety code to cope with successfully. The raw material is moved from the freight car on hand trucks and stacked on skids in the warehouse. A skid with its load may weigh from two to three tons and a number of loaded skids may be piled one on top of another. The use of these skids, simple as they seem, saves approximately 80 per cent of the labor over the former method of stacking material in high piles, thereby reducing the hazard of accidents. A loaded skid is taken by crane from the warehouse to the sizing or squaring shears. In making a lift the advantage of the skids, to the hooker-on in properly placing his chain sling is obvious. Since all these sheets are thin, it will be realized that skids or something similar, are absolutely necessary. Devices Used to Reduce Handling to Minimum .j To reduce the handling to a minimum in the sizing or squaring of the sheets, two devices have been developed. "With the aid of these, one man now produces the same volume of work with less fatigue than did three men when slitting shears were used; and there are no large burrs on the edges of the sheets, which were formerly accident producers, mainly to the punch press operator, when feeding these sheets through the dies. At the rear of the machine a long rack is placed on rolls and as the sheets are sheared they fall onto this rack and stack themselves flatwise. When the stack reaches a sufficient height , the rack is easily pulled out on the rolls to the transfer truck or placed so that it can be pieked up by a crane and delivered to the punch press operator. When sizing or squaring the sheets there is frequently one. that is too narrow, or it may be a piece is left over. To remove these, a set of rolls has been mounted on the right of the shears, under which the operator places the narrow sheets, and they are rolled on to a rack on truck con veniently situated. Attention is called to the guard shown on the squaring shears in the slide, which not only protects the operator from the shearing hazard, but from the fJncbing hazard of the holding down bar or clamp as well. When the sheets are delivered to the punch press, they are placed on an adjustable stand. ' The punch press operator does no lifting but by a few turns of the screw jack raises the sheets to the necessary height. In some cases this is absolutely necessary, in order that..the operation may be performed in proper sequence and in other cases where the mate rial is fed into the die by hand it facilitates production and reduces fatigue. ^ ' A large part of our sheets are run through enameling rolls and as they pass through are automatically stacked. An adjustable lifting device is used to remove the enameled sheets. For handling various sizes of flat punehings an adjustable stand Is 234: Fourteenth Safety Congress used the punchings being stacked by the operator as . they come from the press. _ : Another device termed a tote plate is used for stacking and handling punchings of various shapes and are made in a number of sizes. Here again the punchings are stacked by the press operator and -when the plate is filled it is placed by the crane on the industrial car. Large containers mounted on wheels are used to handle large drawn pieces. One of the sides is hinged so that it can readily be opened or closed. Scrap material is continually collected and taken to the baling ma chines in several types of" containers. Scrap on the second floor intended for baling is shot down a shoot in the vicinity of the baling machines. The scrap is baled, placed on a power driven conveyor, hoisted to an opening and dropped into a freight car. All dies of any weight have been drilled and tapped so that' eyebolts may be used and lifts made by cranes. This same practice is how carried out as the very first operation in the making of new dies, so that the die maker can also handle his work safely through its many operations. Automatic electric trucks are used for handling dies that are neces sarily stored beyond the reach of crane service. Regular inspections are made of all overhead apparatus that may work loose and fall, such as sky lights, window frames, holts, nuts, etc., crane gears and keys, and any tools, buckets, planks, etc., that may be left by repairmen. Inspections are also regularly made on all lifting devices, chain slings, cable slings and hooks. With few exceptions our falling object accidents have been caused by articles handled by the injured. Among these causes may be mentioned piece of iron fell on foot, die fell on foot, box fell on hand, dropped ring on foot. A number of our accidents have been caused by employees bumping into objects, as while carrying a sniall table, the employee bumped his hand; in reaching for a piece of steel the employee bumped his hand; when turning around quickly, the employee bumped his hand, and so on. A number have been, due to cutting the back of their hands while pass ing piles of material. To reduce these latter we have placed angle pieces at corners that protect the hands of those passing by. We further keep stacks of sheet metal back as far as possible from the beateu line of travel, and have painted on the floor lines to preserve the regular aisles. Could Reduce Injuries Caused by Flying Objects Injuries as the result of flying objects could be almost entirely elimi nated, provided the employee would see the advantage of wearing spec tacles. ~ Automotive Section 235 With one exception the eye injuries have been slight, and tor tear another bad one nmjr creep in, the supervisors are constantly endeavor ing to increase the nse of spectacles and goggles. The improper use of hand tools or the use of partly worn flat wrenches has been the cause of several accidents. Inspections are made of all wrenches; also of the nuts and bolts used for clamping the bed plates and dies to the press frames, to reduce this hazard to a minimum. Tripping and falling accidents, though few in number, are difficult to prevent. In two cases they occurred as the operators were pulling trucks, while in several other cases the employees simply slipped and fell when going up and down the aisles. All of our hand trucks are being equipped with a support to hold the handle upright, thereby preventing a trip ping hazard. z The interior of the entire building Is well lighted, careful attention being given to general as well as to individual lighting. Aisles are also definitely laid out of sufficient width, floors are kept in good condition, stray articles are positively not permitted to be thrown about, while scrap is not allowed to accumulate. The question that quite naturally and properly arises as to whether or not there is any concrete evidence as to the effect of these various de vices and plans in reducing accidents and we are pleased to state that the reply is decidedly in the affirmative. Of course, it is impossible to state just what particular device or plan has proven most effective since they were not put into use one at a time but several may have been installed more or less together.. Furthermore, there have gone hand in hand with these improvements in our methods of working the machines themselves which must be given credit. But most gratifying of all is it to be able to state that of the accidents occurring in the last two years, there have been no really serious ones if we except two involving ampu tation of one finger each. -- DISCUSSION E. W. ZuniEBXA\ (Plant Engineer, Brown, Lipe, Chapin Company, Syracuse, New York): About four or five years'ago we thought that the eye trouble in our shop was coming from the cutting oil, and also that they were being infected from the oil. They would get boils, and if they would get a scratch, the wound, wouldn't heal up the way it should. We later discovered that the trouble was due to the clogging up of the pores and the poison was then held in and as it couldn't come out it would develop boils, and things of that nature. Thomas I>. Law (Safety Engineer, Oneida Community, Ltd., Oneida, New York): We discovered that you must be very careful that your workmen who are handling the oils are not susceptible to this oil poisoning. You should also be very careful in the matter of securing individual wash basins for your men and also individual towels. If you EMSf!g !**'. mm 23C Fourteenth Safety Congress have a man who is susceptible to this poison, and he uses the basin or towel which the other man has been using, who has worked with this oil, then he will be subject to this poisoning. It is liable to affect the whole gang. _ We used to have a trough there and we didn't change it over until about three years ago and we found out that before we changed that trough over we had a great many infections, but since that time' we be lieve we have eliminated that for we have not heard of an infection in two years from oil poisoning. You must be very careful in this respect and if you have a man who has been infected and you can't clear it up in the emergency room, then that man should be transferred to another job. I don't think it is in the oil at all for we have sent samples away three or four times and they couldn't find a thing in the oil. We even steril ized the oil and it didn't help a bit. There are lots of men who can't work in a planing department where other men have worked there for years. A man who is susceptible to this poisoning' cannot work around this oil, and I think that isjwhere the whole trouble is. Mu. Zdimermas : I might add that there are some kinds of skins that are susceptible to poisoning and those men should be transferred to another job where they are not continually getting .the oil on their hands, but what I wanted to bring out was that there is some kind of a preparation that canlbe rubbed on the man's arms and hands before they start on the work which will stop that. Harold Moore: We ran into that about four years ago and the fact of the case is that it isn't the cutting oil that caused the infection but that the cutting oil is a carrier of the infection. The dirt infection comes usually from the lack of cleanliness with the -man himself, and by a process of education, and getting the men to understand that the first thing to do is to have a rough wash at the plant and then when he gets home have a good soap wash. In this way he will reduce the danger of that condition. But in case that a man does get boils, etc., from this oil, yon should be sure to sterilize the oil so that the next man who puts his hands into the oil does not become infected and the oil will not become a carrier to the man on the next shift. We ran into this condition about four years ago and there were some thing like 10 per cent of the men who had oil boils, and we get a few yet, but by using a proportion of about 28 per cent formaldehyde, we have been able to keep - the infections down considerably. A. L. Kat;:s (Safety Engineer, Simmons Company, Kenosha, Wis.): We have had trouble in the paint department, where the men take the paint off from their hands with the use of turpentine or benzine, etc. We have had a large number of men with skin eruptions on their arms iWaaiM |y ifagggg, Automotive Section 237 and face and necks, so we took it up with one of the best skin disease men we could find and he said the same thing:. This doctor told us that some men. can stand it and others can't but in course of time they will all get it if they keep at it long. Yet, he said that cleanliness is the big thing. Of course men in the different trades are more susceptible to this poisoning than others, but cleanliness is the big thing. _ I think it is just a matter of the oil getting into the pores of the skin, and it causes pimples which later will develop into boils, and pretty soon it keeps on working until you have them all over. We had a preparation that we give them to use for their hands, and I believe the government used it during the war, and those fellows use it in the morning, and at noon, arid we find that they get along much better with it and they don't become infected as easy. It is not in the oil but it is in the condition of the skin. L. W. Thompson (Superintendent of Employment and Safety, Wagner Electric Corporation, St. Louis, Mo.) : Has anyone had any experience in putting carbolic crystals in with the cutting compound. J. R. Thorp (Mechanical Engineer, Clum Manufacturing Company, Milwaukee, Wis.): We have had experience along this line and we have had a good deal of trouble with the oil carrying infections from one man to another, particularly on screw machines. We took it up with the peo ple who supplied the oil and they recommended that we use a solution of carbolic acid crystals--I believe one ounce of crystals to the gallon-- I think this is too strong--and after we put that in with the cutting compound we did away with most of our trouble in that respect. Chairman Thalser: Is that detrimental to your cutting - tools or stock which you are using? J. R. Thorp: We'cannot see any effect whatever on the tools or stock. Of course the proportion is very small in comparison to the quantity of oil we use, but the carbolic crystals, as we use them in the concentrated form, have proved very effective. Thomas D. Law: If any one has had the experience with this oil, they will find that it is not the oil that causes the infections, but it is the foreign particles which creep into the oil which inoculates the wound. Now if we carry on that sterilizing method it seems to me that you will overcome your difficulty in most of the cases. Such has been the case in my experience. Chairman Thalner: The program this morning has been prepared under the direct supervision of our Vice-Chairman, H, S. Putnam, Safety Manager, American Can Company, New York, and with the assistance of Theadore O. Meisher, of the American Can Company, the complete pro gram has been outlined. I am going to turn the meeting over to Mr. Putnam. Chairman Putnam: When your committee met in Detroit last Feb- -l_- nwlWiM - .- ;........ m 238 Fourteenth Safety Congress ruary, the question came up what you people would like to have and we tried to ascertain just what would be interesting, and in judging' from the meetings that you have had in the past in previous conventions, it Is plainly evident that there is a strong interest in power presses, and press room practice, and the allied branches. With that in mind we thought if we could have a meeting here this year where there would be a general discussion and where we wouldn't have too many papers to cut down the time, the most good would result. It seems to me that we always get the most good out of a meeting wheu the men jump on their feet and ask questions and start an argument. For that reason we decided to cut our papers down to only one for this - morning and leave maximum time for discussion. When we think of press room practice and press injuries, we are apt to think only of those that occur on the presses themselves, and of course they are in the great majority. But you all have other accidents that occur in the press room that do not occur on the presses. For instance the dropping of dies, the tripping over things on the floor, and there are a thousand and one things that happen that shouldn't happen. THURSDAY MORNING SESSION Ciiaikmas TirAr.xER: I am going to turn the meeting over to Mr. Put nam for this part of the program. H. S. PuTXAir: I would like to ask what has been the practice in press rooms compared to last year, with regard to accidents, whether you are running worse or better. If you are running worse, have you any reasons for it? -- E. H. Eiiricii (Master Mechanic, The Spark-Worthington Company, Jackson, Michigan) : We have not had a serious accident in two years. We use some dial feeds and-slide feeds, and a whole lot of pliers. Some of these men speak so much of education, and I want to say that we believe in education very thoroughly. I might say that we have a man in the press department on methods and safety, and there Is a foreman and sub-foreman, and these men are on the safety committee. Prior to this past two years I think we had seven accidents. H. L. W. Bowt.es: We are running 56 presses, which are operated by girls in our small stamping department, in the making of our small stampings. This year we have lost one finger on the night shift and one finger on the day shift, running the same number of operators on each shift. On the day shift we have the girls and, of course, on the night shift we have the men: fctip- WlBBffll !?'{ 't-;; ' Automotive Section 239 E. Roth: I would like some information with regard to what the per centage is on the pliers which get cut off instead of fingers. Mr. Bowles : I have a collection of the pliers that have been ruined and I have a board half as large as that screen that is completelycovered with various types of pliers and tongs which have been cut. Each one represents from one to four fingers, and 1 have them all labelled as to how many fingers the pliers have saved. WHO IS BOSS? C. A?. Hill, Chief Engineer, Mueller Metal Company, Port Huron, Mich. To answer the question "Who Is Boss?" we must analyze the motives behind this great organization and the men who direct the nation's in dustry. When men worked by themselves on their land or in small workshops, the consequence of carelessness was purely personal; they and their families suffered. . When"men were employed in groups there was added the responsibility of the individual to the group and of the group to the individual. This made necessary a recognition of duties and obligations toward others as every right or privilege implies an obligation to recog nize like rights and privileges of others. We take young men who have been raised among the commonplace things of life and put them in operative control of complex and powerful machines. We probably rely on their "horse sense" to keep them from injury or from injuring others. They may be mentally unfit for the job, the monotony of routine operations may dull them, they may, youth like, take a chance when they know better, but in either case, some one suffers. We want conditions that will make their work an adventure, but a safe one. - Society formerly recognized no obligation to safeguard, industry. The change in public attitude comes from a recognition that there is nothing of value but men and. the works of men and that neither should he wasted. Business also sees that the buying power of the public is reduced every time a man is killed or hurt. Therefore, we justify safety measures for both moral and economic reasons. These safety measures take the form first of purely physical things, like machine guards, crossing gates and those things which make it easier not to get hurt than to get hurt. At the Mueller Brass Company there is a continuous effort made by the shop safety committee, our industrial committee of shop men, the foremen's club and the management, helped by our good friends, the liability insurance men, to provide every possible physical safeguard and to keep the thought of safe working always in mind. We try to have safety devices which are helps-- and -not obstacles- to comfortable work. 240 Fourteenth Safety Congress Physical safeguards are but the first step. An alert and cautious mint is made only by constant training. We depend on our foremen becaus< their daily direction of work and the way of doing it keeps them in toucl with every man in the plant. We use some posters, but their value ii mainly in their novelty and "news value." All the great wars of history were fought along trade routes, the!: causes were economic. Prohibition was a moral issue for years, but a! soon as it was recognized as an economic issue it was decided at once Safety in industry is both a moral and an economic question. We shouk do these things. It pays to do them and we do them. Therefore, a grow ing sense of righteousness helped by good business sense is "Boss." tent Section September 29, 1925 HENRY A. RENINGER, Chairman Special Representative, Lehigh Portland Cement Company, Allentown, Pa. H. G. JACOBSEN, Secretary Manager, Bureau of Accident Prevention and Insurance, Portland Cement Association, Chicago, III. HE! MEETING convened at two o'clock, Henry A. Reninger, presiding. JUNE NO-ACCIDENT-MONTH CAMPAIGN H. G. Jacobsen, Manager, Bureau of Accident Prevention and Insurance, Portland Cement Association, Chicago, III. Major Reninger spoke about the June' -NorAccident-Month Campaign. Those of you who were at the Louisville Congress will recall we agreed on selecting a certain month to see if we couldn't duplicate the records made by individual plants that in the past have So successfully conducted No-Accident-Month campaigns, imitating that celebrated first month con ducted by Mr. Halpin at Marquette plant five years ago. We had drawn this conclusion from the. experiences of the various plants: that_ if it were possible through concentrated efforts in one plant to reduce accidents to practically nothing, it should be fully as possible to reduce the acci dents in the entire industry following the same general methods. That is what we did during June. We didn't do anything hut what has been done time and time again at individual plants. You know the results we obtained during the month of June. There were 125 plants in the campaign, and out of the 125 plants, 72 came through without any time lost accidents, something that never happened before in the history of the cement association. That is a reduction in accidents, compared with the same months of 1924 of 66 per cent; in days lost we had a reduction of 65 per cent. We are rather unfortunate in comparing our 1925, June, figures witt those for June, 1924, because Major Reninger has adopted that clever idee of having a June No-Accident-Month campaign at all his plants every yeai and in June 1924 he had the usual campaign in accordanc with" his regula; 24:1 242 Fourteenth Safety Congress procedure. The plants with a clear record, received a silver loving cup. I think he bought out a Jewelry store in New York last year. So when we compare our June, 1925 record with June, 1924, that is a severe comparison and we cannot show better than 66 per cent reduction. If we compare the 1925, June, figures with the average of the entire year of 1924, which was also a low year in its entirety, we get a reduction in accidents of 73 per cent and in days lost of 76 per cent. Drive Proved Accidents Can Be Prevented The campaign was not conducted for the sake of creating spectacular records in the point of clear slates, or anything of that sort. The main reason for conducting that campaign was to demonstrate to our people, and those plants, that so far had not conducted a campaign, or, for that matter had done so very much to organize accident prevention work, that it is absolutely possible to eliminate accidents. I think we proved that to quite a few plants. In fact, any member of the plants that in the past had never given a thought to a No-Accident-Month campaign, joined us in good spirit, did everything we asked them to do, continued the work and are still hanging on. r I am getting letters right along from member plants telling me "We had another No-Accident-Month in July,--August." Some of them haven't had any accidents since June. That is very encouraging. And I look forward with great pleasure to the time when I can compile the 1925 accident statistics for the cement industry, because I am sure that we will be able to show the best figures, by far, that we have ever shown in the cement industry. We have prepared a certificate which we will present to the various plants that did not have agy accidents. It has been signed by the Presi dent of the Association and by the Chairman of the Committee on Accident Prevention and Insurance. I wish to make a few remarks about our accidents in general. Un doubtedly, you have all carefully examined the study of Accidents for 1924, which we sent out recently. We show a very healthy reduction compared with previous years in point of. number of accidents and days lost. Still at the same time we have plants which are keeping our record down. I have some figures here that were published in the study of accidents and I will go over them briefly, so that you may get a mental picture of how the various plants performed. Table 1 in the study has some average figures at the bottom. Those average figures are reduced from year to year, but they are not reduced nearly as much as we would like to see them reduced, nor nearly as much as they can be reduced without very much effort. We divided the table up into four equal parts, to show how the various plants contributed to the average figures at the bottom. Remember, gentlemen, that the average figure for all of the plants in the industry in point of accidents last year was 3.5, based on 100,000 man hours, and the days lost was 61. Cement Section 243 The best 25 per cent of the plants have an average in accidents of 1.2, as compared with the general average of 3.5. In days lost they have an average of 15 as against 61. The second 25 per cent have accidents of 2.8 as against 3.5. In days lost 42 as against 61. The total figures for the first 50 per cent are 2.1 in accidents as against 3.5 and in days lost 29 as against 61. The third 25 per cent have an average of 4.5 in accidents as against 3.5 and in days lost 72 as against 61. The fourth 25 per cent have 6 in accidents as against 3.5 and in days lost they have 124 as against 61. It doesn't take a mathematician to figure out who holds the average up to 61--those plants in the last group, absolutely. Many of those plants entered the N'o-Accident-Month campaign in June and came through with flying colors, and I look forward to seeing some of them move up. If they do move up, that figure of 61 should move down by leaps and bounds. There is another thing that is of interest in regard to our general figures. You know there is such a thing as being too well satisfied with one's self. We think sometimes that we are getting pretty good and that we don't have to do very much more; just let things take care of them selves. That is just about the most dangerous thing that a person can do in accident prevention work. Way back in the dark ages that Major Reninger spoke about, we had plants that were good, measured with the yard stick we used at the time. They were very proud of being up at the top of the list, I don't know whether those plants have considered themselves as perfect or what, but the fact is that some of them have been standing' still, if not actually going backward. ___ Together with Mr. Tagge who is Chairman of the Committee on Accident Prevention and Insurance of the Portland Cement Association. I got up some figures in order, to show in graphic form The progress being made in the industry as a whole. We had rather a difficult time in devising any diagram that would show it satisfactorily. We went way back to 1919 and from there on we selected the best 25 per cent and the worst 25 per cent of the various studies for each year-- and then we took the 1924 study, and found out how many accidents and days lost those same plants had in 1924. If we take the 1924 figures for the worst plants in 1919 and the best 25 per cent of the plants in 1919, and their figures for 1924, we find that the worst plants in 1919 and the best plants in 1919 have exactly the same figures in 1924. What conclusion can you draw from that, gentlemen, other than that the poor plants in 1919 discovered they were poor and got busy? DISCUSSION David Adam (Safety Engineer, Lawrence Portland Cement, Siegfried, Pa.) : I have been safety engineer in our plant for two years and our plant hasn't had a very good record, but it is improving. 244 Fourteenth Safety Congress There is nothing that 1 have known of, so far as our plant is concerned, that has given so much stimulus, so much interest, both to the men, the foremen, the executives as the No-Accident-Month campaign. From May 29 until August 12 we didn't have a single lost time accident. When I compared those 75 days to our previous record when we had four, five, six and as high as ten lost time accidents per month, i thought immediately, "Why this Reduction?" I conclusively decided that' the No- Accident campaign was the reason. Secretary- Jacobsex: I would like to hear from any one here who has any suggestions to make jn regard to the improvement of future cam paigns, or if you have any criticisms to make on the past one we want to have them. _ SUGGESTIONS FOR FUTURE CAMPAIGNS R. Fiwme (Alpha Portland Cement Company, Easton. Pa.): Those plants that were in the campaign this year for the first time are entitled to a great deal of credit for their performance, but there are a number of plants in the cement industry who have had these campaigns for a long while; I may say four or five years. They have their campaign work so organized that it is rather_ a small performance for them to go through thirty days without an accident. The fact that 72 plants. out of 125 this year were able to show clear records, lead me to think that we haven't placed our goal quite high enough. It would be my suggestion for 1926 that we extend the campaign to ninety days. ~ John L. Grider (U. S. Gypsum Co., Oakfield, N. Y.): I thought per haps you might like to know what the gypsum industry has done along the lines of campaigns. In May we had a No-Accident-Month. We had 5,550 men working fcr the company: at 23 plants. At Oakfield, we went through, the month without a lost time accident. Of the 1,400 men there 400 work underground. We went from the ISth of April until the 7th of June without a lost time accident- " F. H. Sass (Supervisor Safety and Labor, Universal Portland Cement, Buffington. Indiana) : I was wondering whether any of the plants had any reaction after their No-Accident-Month campaign; if they noticed any increase shortly after this campaign. CiiAtRMAX Rexixger: Not that I know of. I can mention some ex periences that we have had with some of our plants. We had five plants that went through clear in our first campaign, June. 1921. Then to keep up therinterest, we offered a trophy for the best record from June 1st up to the end of the year. Two plants continued on through the balance of the year without any lost time accidents. We have another plant that entered the campaign in 1921. and lost a day through horseplay and didn't get a trophy. In May, 1922, they decided IB. A- Cement Section 245 to get ready to start a little practice work for the coming campaign in June. I am talking about the mill, eliminating the quarry. The mill employs approximately 400 men. .. They started practice in May, 1922, as I stated, and they haven't .re ported a day lost since.__^ Mn. Sass: We were one of the fortunate ones that went through June without;a lost time case. In July we had a couple of minor cases that didn't amount to much. The- question was put to me as to whether any of the mills had any reaction after that intensive campaign during the month of June. Secretary Jacobsen*: Speaking of all the plants there is no doubt but that we will have more accidents to show in July than we had in June. It would be almost too much to expect that we should be able to get all plants to go after this work, hammer and tong fashion, all the time. There are going to be some plants; as I have said, who will satisfy themselves with the idea, "Well, we did it; now we are there" and they stop. So that the next, month, or in time to come, they are going to have accidents. On the other hand, through that June campaign we have succeeded in converting quite a few, I am sure, and that is where our reward will come from. We are going to keep right on and we will get the others going, so that we will finally get the majority of our plants on the right basis. E. S. Ch*pk:> May I offer a suggestion which has worked out in the railroad work. It will do it in-your work because men are men wherever they are. Put one man in each gang in charge of safety for one month. The next month put another man in charge, and so on. He doesn't have to be the foreman of that gang. He is responsible for the group of men being kept safe that month. Have the gangs matched up against each other to see who will be the safest. Mu. Weitkxecht: Let's not forget one thing. Out of 125 plants engaged in the No-Accident campaign, 72 succeeded. That still leaves enough to make it worth while considering. Why not have a class, a preferred class, carrying on from year to year the no-accident month campaign, and then hold out as a further reward a trophy or prize, or a preferred certificate to see how many can go through a three months' period? It is something for the fellow who has not yet arrived to strive for. Especially is that true of the plant that has no other rival, no sister or brother rival, if you please. If there are two or three plants owned by one company they will be pitted each other and there is rivalry, but I think the party who has the most difficulty is the plant that stands by itself and hasn't made a good record. 3lt Whitt: fSanduskv Cement Co.) : The records for our plants would t i--aiit- ..mgsag . 246 Fourteenth Safety Congress show there was a reaction in the month of July. We were unfortunate enough to have one lost time accident at one of our plants in the month of June, 14 days lost, and in July we had seven with 94 days lost; that is, all four plants. But in August we came back with one lost time accident and five days. The first eight months of 1925 compared with those of 1924 show that we have reduced the number of accidents over 45 per cent and the number of days around 20 per cent. Secretary Jacobsen: Personally, I like Mr. Weitknecht's suggestion very much. We could very nicely work out a scheme such as Mr. Weitknecht laid before us, whereby we can have our regular No-AccldentMonth campaign, and then stretch it a little to give the plants as they hang on a little additional recognition. Mr; Frame: I am glad to have the opportunity to amend.that sugges tion. 1 like Mr. Weitknecht's idea better than my own. It occurred to me that you can probably place these constant winners in an "A" class, and the plants that haven't reached their record yet will have to qualify in order to enter the preferred, class. We have had in the Alpha plants a No-Accident campaign going on since January 1st of this year. The Company has offered each plant the privi lege to display a gold flag for every thirty days, which they have passed without a lost time accident. I am very happy to state here this morning that I am about now to place the third order for a supply of gold flags because they have been on display so long that, they are worn out. Secretary Jacobsen : Have you bought those new flags? Mr. Frame: Yes. this is the third order. Secretary Jacobsen: A gentleman told me yesterday about a certain plant flag of which there is only a little bit left out on the pole and they won't have it replaced. It has been up there for about a year or so. I want to make mention of one particular thing in connection with our accident prevention* work, namely, that we give each year to the plant with the best record a safety trophy, a very handsome affair, to be erected at their plant permanently. We awarded that for the second time at the spring meeting of the Association in New York to two gentlemen from the plant winning it; in fact, there were two plants that we had to consider, belonging to the same company, with one common quarry. We could have considered each of them, either of them would have won the trophy, and of course together they would win it. It is very fortunate that it came out that way, otherwise I don't know how we would have got ten out of that squeeze. _ Those two plants last year had five accidents and they lost thirty-two days. They worked over 2,000,000 man hours. The plants referred to are the Mitchell No. 1 and No. 2 plants of the Lehigh Portland Cement Company. Cement Section 247 REMARKS OF J. B. JOHN J. B. John (President Sandusky Cement Company, Cleveland, Ohio) : I am fully convinced that safety work is a matter of education. One of the plants under my management a few years ago contained friction clutches, no guards, and we very rarely had an accident. It took some time after we got into the safety work to cover up all ot the friction clutches. About the time we had the work completed we had more real accidents than when everything was open and unguarded, because the men believed they were safe. They would take greater chances and some of them were caught. We ran this same plant for 23* years without a fatal accident; in fact, the worst accident we had was a man who lost one hand. We started a new plant at Petoskey, Michigan, with all green men. There were only one or two men who came into our service who had worked at a cement plant before. The accidents were numerous. We became discouraged, didn't know what to do. Finally we organized and had meetings but still things were not right, still were not the best. However, we are gaining ground every day. We have come to the conclusion that it is a matter of educating the men to take care of themselves. We have another plant at Manitowoc, Wisconsin, which was huilt a little more than a year ago. Last fall we put on a campaign. We began teaching the men safety and I believe we have run close to 200 days this year without a lost time accident. That is all due to educational work, I believe. The employees are new men, very few of them had ever been around a cement plant before. The reason I bring that out is for the comparison between the Petoskey and the Manitowoc plant in which the moment we started began to edu cate the men in taking care of themselves. The men mean well. They are anxious to keep the machinery going. They will hurry to put on a belt. They won't wait to have the machinery shut down. That is the^same as in the old days. I have been thrown over a line shaft a couple of times as a result. It was more luck than anything else that we weren't killed. That was the day when everything was production. We didn't take into consideration the life of a man or the loss of a limb. Now we are trying to teach the men that we as the company are in terested in him, his work, and in saving his life and limb. When this movement first started out I didn't believe in it. I thought it was rot; that we could take care of ourselves. We are now dealing with the human element of the factory, and X believe, gentlemen, that you men who are close to the working force are really the men who can do the most good who can put this work over better than all of the officials, who can do wonders if it is taken right. But, gentlemen, you have to have this work at heart. If you are just doing it for a salary, if you are just doing it as an occupation, you won't 248 Fourteenth Safety Congress get very far. We must be able to look those men in the eye and let them understand that we are for them and not for a few additional dollars to the. company. It is difficult oftentimes to get that over, but gentlemen, I believe it is the most important factor in our safety first work today. Our job is getting the man to understand that we are not weeping because we have to pay him a compensation. Chairman Renevgeb : We have today a visitor of international fame. Dr. Frederick Ritzmann, the Chief of Safety Service of the International Labor Office of the League of Nations at Geneva, Switzerland. . . REMARKS BY DR. RITZMANN Dr. Frederick Ritzmann (Chief of Safety Service, International Labor Office, League of Nations, Geneva, Switzerland) : I must say that safety work in the cement industry of the United States, as far as it depends on you, is in very good hands. This was evidenced by a visit to one of your big cement plants. I will repeat what I said yesterday, about the part the International Labor Office is playing in safety service. It is a new start, and a very difficult start, because it is my feeling that the greater distance there is between the place where safety is thought and the place where safety must be handled, the more difficult it is to do anything for safety. In my opinion, the only means of doing safety is doing it right in the plant. We have very good laws and very good regulations abroad and have good factory inspectors _to enforce them. For this reason you will find in Europe things which can be mechanically done in a very good state throughout the industry both in the big and small plants. We knew from our statistics that by means of mechanical devices 25 per cent of the accidents were preventable. But we didn't attempt to do anything with the remaining 75 per cent because we thought that was the human factor and that we could not influence the human factor. We have not done much in this field until recently. We are starting now and following exactly the steps you have followed as evidenced by the excellent work of this National Safety Council. We are going to get posters; we are going to get pictures for teaching accident prevention; we are going to get safety committees and all such organizations which help us now in furthering accident prevention. There are no statistics which would enable me to tell exactly if in Europe there are more-accidents of a serious character than there are in the United States, but from what I see and what I can compare in directly through the figures which I get from insurance companies, etc., I think that we do not have more serious accidents; and to some extent that may be an excuse for .not having tried this educational work earlier and in a more intensive way. Dr. Meeker who was my first chief in the International Labor Office Research Division and who left Geneva to become the first labor secretary Cement Section 249 in. Pennsylvania stated one day before the twelfth, meeting of this Council that he felt the speed of production was one big reason for the many accidents in this country. . It is probably true.. He said that up to the present the speed had not been as great in European industry. He felt for this reason that a great many accidents due to speed and avoidable through intensive propaganda did not happen in Europe. The wages in the larger works and the standard oE living of the worker is less than it is here. For this reason labor cost of your production is higher than it is in Europe, and in order to save production costs, you replace hand labor with mechanical devices. Especially, in the important cement industry by using conveyors, elevators, and all such things. You do things by mechanical means rather than by hand methods. And as a result your accident risks are reduced in point of man exposure. Most accidents occur in the handling of material and such things. And so, this new development in the United States, which has nothing like it in our country, is something we shall follow in the old world. That is one of the biggest safety factors which I have recognized, besides this matter of education, in this country. "FATAL ACCIDENTS--ARE THEY DUE TO FAULTY MECHANICAL EQUIPMENT OR APPLIANCES OR TO CARE LESSNESS OR BOTH? HOW CAN WE PREVENT THEM?" R. Frame, Alpha Portland Cement Company, Easton, Pa. After giving some thought to this subject following the receipt of the invitation from Mr. Jacobsen to prepare this paper, it occurred to me that I have been drawn as a grand jury of one to find an indictment of some sort against the cement industry. You who are here today may consider yourselves as the regular jury, and I hope through your discus sions you will be enabled to reach a conscientious verdict as to where the guilt lies. From the best information that I can obtain there are no complete statistics available as to the grand total of lives lost in all industries each year throughout the United States. Whether the figure is 21,000 annually or 85,000 it makes little difference to ns here today for it is my opinion that we can safely proceed on the conclusion that what ever may be the exact number, it is much too high. The primary object of accident prevention work should be to save' human lives. The reduc tion of other types of injuries is always to be commended, but we shonld not be prone to dismiss a fatal accident with the customary obituary, such as `Tm sorry for him--it was his own fault." Or, in case we know it could not be justly laid at the door of our dead comrade we reason-- "He's dead now--nothing we can do will restore him to life--why stir things up at this time and likely bring about more trouble." There are cases though where following a fatal accident a guard will be immediately put in place. Nobody seemed to realize the danger prior to the accident. Since compensation laws have been in force many states publish accu- 25U r ot/./ v < &oo rate figures as to fatal accidents each year. When we read of men being killed as reported in the daily papers from different locations, it does not leave with us a very deep Impression. Perhaps a few reports will help us today to realize how much hard work there remains yet to he accom plished before we reach the front ranks in our safety battle. Nine years in Pennsylvania show 22,677 fatal accidents. It required $19,000,000 to pay the cost of workmen's compensation in the state of New York for the period of one year ending June 30, 1924. The cement industry composed of plants in the United .States, Canada, Cuba, South America, etc., con tribute generously to the state and national totals. From the records published by the Portland Cement Association, and I regret to state that some plants did not report their fatalities in the early years of our tabulated experience, I find that the number of men killed, in our plants represents the wiping out of one complete plant organiza tion every six years. Suppose all fatalities could be confined to any one plant, what would be your opinion of your safety educational work, your bulletins, your supervision when you saw one-sixth of your men killed each year. The fact that in 1924 the sixty deaths were distributed among fifty-three plants should not make very much difference in our attitude to this important duty. As I see it we belong to a-~common family and every single death should cause us to pause, think about why it happened .and then determine our personal duty to prevent a recurrence. Mr. Jacobsen has presented a fine comparison of the experience of the plants by dividing them into groups representing 25 per cent of the total plants. The first group is the only one which can show any material progress in the reduction of fatal accidents. The other plants continue to kill employees with marked regularity. In 1921 the first group killed 6.7 men for every 10,000,000 man hours worked. In 1924 they reduced them to 2.6 men. The record of the other plants is as follows: 1921 seven men and in 1924 8.4 men. In 1913 the average record for 88 plants is 8.2 deaths and during 1924 the average record is 6.8 deatlis. The credit for the reduction can in my opinion be awarded to the first 27 plants in the 1924 study. During the past six years only four plants have been free from fatal accidents. Since 1913, the cement industry has recorded 566 deaths. 146 of them are charged to the quarry and clay field. Granting that the men em ployed in this group will equal about 20 per cent of the total plant force and that the use of dynamite, haulage systems, weather conditions and rock slides increase the inherent hazards of this group beyond any one department of the plant we may state that 25 per cent of the deaths is not far out of line. Thefi come the crushing and raw departments which in combination, contribute 107 deaths. As compared with the quarry there are far too many men killed in this branch of our operations. Putting it another way, if the clinker grinding department shows 50 deaths, the kiln room 41 deaths, the power house, 20 deaths with an average of 37 then the crushing and raw departments have no grounds to justify their 107 men killed. ^ f n-rnmm-,: Cement Section 251 Performance of Coal Grinding Departments ..Look at this grand performance of our coal grinding departments, three men on a shift, a coal dryer, one or two grinding units, a department which handles about one-fourth the tonnage of either the raw, burning or finishing departments, whose hazards are well known and fully admitted --yet we turn in 59 deaths. Compared with the quarry record of 146, it would appear that we have identified culprit No. 2. The yard gang shows a record of 30 deaths. Mere is where many new men begin their service, their work is scattered and varied. It would pay us to direct more efforts to safeguard these men. The causes of fatal accidents remain very much the same from year to year. Comparing 1913 with 1924, 1 shall quote just a few items. You should keep in mind that the man hours worked in 1913 are 50 million and 1924, 88,000,000. Fatalities 1913 1924 Rolling stones in quarries andfallfrom face------------------ 3 10 Machinery -----.---.----------------------------------------------------------------------------- 16 16 Smothered by slides^ of material in bins------------------------ 7 5 Coal dust explosions:-------------~----------------------------------------------------- 1 3 Electrocutions-------------------------------------------------------------------------------- 2 3 Machinery being started 0 3 If we are to reduce the fatal accidents, it seems essential that every plant organization should devote more time to study of death experience of the industry as a whole. In the period of 1923-24 in 76 plants there was not more than one man killed at any one plant. If you have had. no deaths or only one man killed in the space of two years you do not have an opportunity to consider fatal accident hazards to any great extent. The study of accidents prepared, by Mr. Jacobsen each year gives you accurate information, well prepared and better compared. Of course we are interested to learn how our plant stands and what our personal record may be. Perhaps we read every figure and every word in the bul letin. Then after a two or three hour study do we lay the bulletin aside and give these deaths no more serious thought until next year's study is received? In the first eight months of this year *36 deaths have been registered. Since Jan. 1, 1922, the cement industry has taken husbands away from 127 widows and killed the fathers of 288 children who are all under 18 years of age. The remarkable features are that 10 men had been employed less than 30 days, while 16 men were employed for 10 years or more. 122 English speaking men were killed as compared with 83 foreign and it is safe to assume that approximately 40 of these could understand the instructions pertaining to their duties. Upon reading over certain reports on the 205 deaths which have oc curred from Jan. 1, 1922, the following questions came up in my mind and then I listed them to see what answers we could offer. The particular accident quoted will help you to clearly understand the thought behind my selection. How many deaths can. be charged to the injured man himself? 39 3.i ij".--BMIBi '.711" -1 ~)Bi ' d;.ki deaths. Deceased was placed on siding to block clay car being switched. He placed block under car wheel but it did not grip. He then took his foot off the block and block fell inside the rail. He reached after the block with his right arm but did not get it. He again reached for the block and this time his right arm was caught between the wheel of car and the rail, the wheel passing over his right shoulder and across his back, killing him instantly. How many deaths can we say are unavoidable and probably beyond immediate control? 24 deaths. Rock fell from quarry side, striking man on head. Man was drilling below bank when a hole the powderman was loading exploded prematurely, throwing rock on top of him. Explosion of dynamite that did not all explode when a shot was made two hours previous. Are guards needed in some plants? 9 deaths.- While deceased was cleaning the kiln chamber with an Iron bar, apparently the bar fell in the screw conveyor and in endeavoring to pull the same out, the man fell into the conveyor. Caught in screw conveyor while cleaning it. Caught in king gear of kominuter. Caught between master gears of the coal dryer. Better Supervision Is Essential Do we need better supervision when we assign our workmen to storage piles, bins, tanks, etc.? 25 deaths. Evidently man went down the material bin and in trying to punch material loose, slipped into tunnel tap hole and in trying to catch himself, knocked shale loose which slightly covered him up, causing him to be smothered to death. Covered by slide in gypsum storage. ' No witness to accident. Man entered rock bln to dig down rock while rock was being drawn out through hoppers under bin. Rock passing out caused slide which covered him. Was removing sheet Iron cover from grating of screw conveyor preparatory to filling same. Cement rushed over him. Deceased was shoveling stone in bin. He was wearing safety belt and rope. A slide took place, carrying deceased down with it. A second fall of material fell on him which broke the rope attached to the safety belt, thus causing him to be completely buried. Do we need to specialize in our educational work among those who have anything to do with the coal preparation plant or who have duties with the use of pulverized coal in kiln room? 14 deaths. Coal miller was burned to death by an explosion, cause of which is not known. Compressed air was being blown into pulverized coal bin to clean it out. The dust coming in contact with a fire smoldering in the bin caused an explosion. Coal in coal dryer caught fire just as injured came around screw, lire caused explosion. Igniting clothing. Found sack over end of spout smoldering and while pulling sack off spout, ignited coal dust, causing puff of flames catching fire to man's clothing. Can you look for explosions? 3 deaths. While firing, boiler, boiler tube burst, letting hot water on the fire and blowing the fire and steam through fire doors. <ii- j ! Cement Section *253 How many chains, ropes, cables, do yon use about your plant to hoist different sorts of material? Why shouldn't you count on their failure? 9 deaths. . Fastening on car broke while car was being dumped at head of incline. The car started back down incline a distance of 600 feet, striking and killing a man in the way. Several cars broke loose from the train ' as it was coming down the grade to the crusher plant. A man was out on the trestle near crusher when he heard the danger signal sounded by the engineer. He ran to get into the crusher building, but was struck by cars before .reaching a place of safety. Operator of crane had started to lift load with boom almost directly over the center of load when cable broke. Load was a piece of machinery, cylindrical in shape. Boom struck near end of cylinder,, glanced sideways and came down on man. Gear being taken down from car. Chain fall hoist broke, releasing pulley, which struck head and shoulders of man. Small derrick was being used to transfer boiler tubes from, spot on incline track between coal house and repair shop to areaway in front of kiln room. When load was about 20 feet in the air, the cable broke. Load fell on man who was passing directly underneath. Will belts and couplings seize you like a bear trap? .7 deaths. Coat caught on crusher coupling and wound around shaft and feet hit second shaft in going around. Was applying belt dressing to Mosser rolls. Got too near pUlley and gloved hand was caught between pulley and belt. Can you put certain deaths up to a fellow workman? 2 deaths. While assisting stack erector in building scaffold preparatory to taking down old stacks, 2x6 was knocked off from roof, striking him on top of head as he was coming up ladder. --- Do stones fly from blasts? 4 deaths. Rocks from blast in quarry flew into mill and yard, one large rock striking man on head. Hit by rock which traveled across quarry and through side of building. Should you be on the alert during excavation work? 2 deaths. Work ing in excavation for new crusher building bank caved in.Is it worth while to lock the motor control apparatus? 1 death. While working on elevator pulley, the elevator was started, crushing him be tween pulley and belt.. Can your men make a mistake when gathering up loose powder? 3 deaths. Steam shovel uncovered mis-fired hole, exploding powder. Man used shovel instead of hands in gathering up powder and powder exploded. How many cases can you name where the workmen failed to heed a specific warning or to use safeguards provided by the plant management? 7 deaths. Was helping blasters. One hole failed to go off. Mau was instructed by blaster not to connect broken wire with power line until switch was pulled out. Regardless of the instruction, he connected the wires, setting off the Jtfast and was killed. Was standing on loading tracks. Another man on top of a car warned him that car would be moved. Brake was released and car set in motion when the man on the ground tried to get across and was caught between, bumpers of cars. Are high tension lines dangerous, are men killed by even low voltage 254 Fourteenth Safety Congress and has the plant electrician an every day duty to follow up the condition of the apparatus? 15 deaths. Plastering walls of crasher building, he got too close to high voltage lines carrying 12,000 volts. Climbed on gable roof under high jtension wire. Started down same way and came in contact with wire. "Was adjusting electric light preparatory to entering tube mill. Electric light bulb was attached to an extension cord. It - is claimed in making this adjustment, he received an electric shock result ing in death. Man broke an electric light bulb attached to an extension cord. He attempted to remove the broken part on the socket while stand ing In slurry and received a shock which killed him instantly. Had hung chain falls on wire rope cable, strung between trusses. Leaned forward evidently touching the wire rope with one hand and live 440 volt electric /able with other, and was killed instantly. While climbing from the top of crane bucket to the bottom flange of the crane girder, he accidently grabbed or stepped on an electric wire. How effective should we make our safeguards? 3 deaths. Man slipped and turned so that his foot and leg went into a screw conveyor. The construction of this screw conveyor is such that it was believed impossible for anyone to get into jt. Was feeding coal to conveyor. Coal is fed through a hole into conveyor which has an iron grating over it and steel bars across it, to let coal through. Man stepped. on these bars and his foot went through in some way and he was struck by the conveyor a number of times. _ Do we have auto deaths, too? 2 deaths.- Deceased was sent on an errand and while on public street was run over and killed by a motor car. There are miles of railroads on every hand which antedate our industry. How alert are our men? 12 deaths. Was cleaning track, working be tween rails when he was struck by rear end of empty rock train. Hun over by the rock train. Crawled under skip cars which were being spotted for shovel, to protect himself from blast and cars passed over him. A cut of 7 empty cars coming down a 2^ per cent grade side-swiped rear end of engine, resulting in the tearing out of four stud bolts which allowed steam and hot water tq,, escape on man. 5-11. Had thrown switch for dinky, engineer ran head on toward man, who missed step in trying to get on riding board, fell and dinky ran over him. Did you ever follow your oilers? 3 deaths. While oiling was caught in chain and hurled around shaft. Killed instantly. While oiling in stone dryer, he leaned over line shaft and clothing caught and wound him around shaft. iH Jumped Into Tanks Without Forethought Why jump into tanks without some forethought? 3 deaths. Three men were cleaning out elevated water tank. Deceased heard calls for help and ran up ladder to top of tank. On arriving at top of tank, he saw men lying down overcome by gas. He was cautioned to put on rope but he would not wait for this to be done, saying that he had to get down inside to help the other men. He was overcome by gas. You can't bet that surgical skill will always save your life. I death. i-M,' r-:aa * Cement Section 255 Injured had thumb pinched between stone and chute while removing stone. Died from blood poison two weeks later, although he apparently- received proper medical attention from the beginning. Is Mr. Blood Poison always within easy call? 3 deaths. Deceased stepped on nail in board. He died from blood poison eight days later. Why not teach our boys and girls to swim? 2 deaths. Three men were on a raft to inspect intake tower. Raft sank. Man was unable to swim and was drowned. ' = Do you use safety wrenches on coal cars? 1 death. While opening a car of coal, lever struck him on forehead. Should we respect the smooth line shaft? I'll say he bristles with danger. 2 deaths. Was putting caster oil on a belt. To do this, he leaned over a running line shaft. Can we make our scaffolds safe? 1 death. Injured was working on scaffold which was attached to deck of movable forms inside new sack house, when scaffolding broke, causing him to fall 42 feet onto concrete floor. Should you look for gears, pulleys and sheaves breaking away from con finement? 3 deaths. Elevator became blocked. The packed material was partly dug out and the elevator was then started. Man was at foot of elevator watching to see if chain and buckets were on tracks. Main gear at bead of elevator broke, striking him on hand. Do they always guess right? 2 deaths. Was overseeing taking down staging. One man was tearing braces from staging while another was pushing against part pearest to deceased, expecting it to fall in opposite direction from them, but the first two pieces fell at right angles from building and last two fell parallel with building in direct line of deceased, hitting him on head and breaking his neck. Where do they sleep? 2 deaths. Injured being temporarily idle owing to stoppage of mill, laid down, on belt for a nap. Belt was started and he was carried under a discharge spout and crushed between the belt and spout. Sept. 24, 192-5. Franklin Damer, a well known young resident of Eagle Point, near Egypt, Lehigh county, was almost instantly killed Thursday, when he was struck by a dump car at the plant of the White hall Cement Company, Cementon, where he was employed for several years. Damer, who was 31 years of age, died a short time after the acci dent from a fractured skull. Seeking a rest after several hours of arduous labor, Damer placed a board between the rails of a narrow gauged rail road over which passes small electrically operated cars used in hauling stone to a grinding mill. He was asleep on the board, one end of which was perched on the bumper of a car. Unaware of Darner's perilous posi tion another employee started the motor on the car the bumper of which struck the sleeping man on the head, causing a multiple fracture of th skull. How was this man killed? 1 death. Putting fasteners on belt preparing to put belt in service. Owing to the late hour and being in i hurry to finish the job to get away on time, evidently did not use caution 256 Fourteenth Safety Congress Several Different Industries Compared Believing we should check up our performance with, other major indus tries I offer for your consideration the following comparison! Portland. Cement Industry, 1924. Eighty-eight million man hours worked. --64 deaths. _-- . Automotive Section. Auto and motor manufacturing companies. Auto part manufacturing companies. Metal stamping and metalware com panies. Electric apparatus and appliances manufacturing. Machine shops on small and light weight products. 1924--577 million man hours. --8 deaths. Metal Section. Steel Plant including Blast Furnaces, Rolling Mills, etc. Machine Shop with Foundries. Bolt & Nut Manufacturing. 895 million man hours---S9 deaths. Permit me to repeat that the Portland Cement Industry with the same exposure would have likely turned in 640 deaths. Rubber Section. Four years--447 million man hours--23 deaths. Profiting by the experience in other lines, I believe that before we can expect to secure 100 per cent cooperations, every plant must be promptly and fully informed regardLug the death accidents as they occur within the Cement Industry and then each one should immediately proceed with such educational work in their plants as they feel is necessary and will prove beneficial. My suggestion is as follows: 1. Once each week the Portland Cement Association should mail to each plant a copy of immediate report of every fatal accident up to date. 2. The name of the company and the man's name not to appear in this special bulletin, but in its place should be substituted the number of the fatality and should carry a standard picture of hazard involved as can be applied to many accidents such as electric shock, gears, belts, dynamite, coal dust, locomotives, etc. 3. The size should be about three times the present immediate reports. 4. If so desired, member companies should be assigned the rtperts eC death cases which occur in other member's plants with the PtxrmsC that they prepare the comments, so that we may in time gather of how various hazards are -controlled iu different parts C &. and elsewhere. 5. Accidents in 1924 cost the cement industry more than f at million, so that the cost of these death bulletins is rather hartpnfiffcaaT. 6. Member plants to call each bulletin to attention of miach tact--;aw then to members of Plant Safety Committees and then parted eat a special bulletin board to be kept neat and clean. It seems to see that It would be of considerable benefit to specialize in death publicity. DISCUSSION Mr. Cam: Fatal accidents that actually occur are only amiwfdee ef the fatal hazards that are incurred and that do not lead to deaths. "Time amd Cenient Section 257 again things happen around our plants where a man escapes by the skin of his teeth. So that fatal accidents that actually occur bear a very small-' proportion to the number of fatal hazards that are incurred. The thing we are short on in this business is imagination. We have lost time accidents and minor injuries happening all of the time, but a small plant may run for a couple of years, or more without a fatal accident. We haven't the imagination to see the fatal accidents that might occur in our plant. ^ Mb. Adam : Two things impress me as being of the greatest importance so far as the prevention of accidents is concerned. One is supervision and the other is definite instructions. Mb. Weitknecht : I would like to suggest that fatalities be reported as soon as possible after they happen and give a comprehensive view of the way in which they happened. That can be used in safety committee discussions, pointing out that the way it happened here it might happen in our plant some day. And then I should like to ask, that to the report be added the number of accidents and number of days lost last year at the plant where this accident oceured, because I am inclined to think that the" number of days lost or the time lost accidents is in some way a measure of the fatalities. A careful plant will have less fatalities than a careless plant. Chairman Reningeb: Do you make that as a motion, Mr. Weitknecht? Mr. Weitknecht: I make such a motion. The motion was seconded by Mr. Frame and unanimously carried. THREE HUNDRED SIXTY-FIVE DAYS WITHOUT AN ACCIDENT 1-. M. McDonald, Supt. Plant No. 8, Canada Cement Co., Ltd., Part Colburne, Ontario, Canada. During the year 1920, Accident Prevention work at our plant did not receive any special consideration; we had no active Safety organization and accidents apparently had to happen. At least, it was readily granted by all concerned, tbat it was impossible to prevent them. Our record for the year showed 44 accidents, including 2 fatalities and 924 days of lost time. The early months of 1921 hid fair to place us in the category of a hazardous plant and occupation for with a toll of 41 accidents for the first five months, our head office entered the scene and politely informed us that we must take measures to cope with the alarming situation and in stitute some form of Safety organization to reduce the number of acci dents. To aid and assist us in this work, we` were favored with a visit from Mr. Jacobsen "and his enthusiasm and confidence in accident Prevention work so impressed us, that we decided and with no small degree of skep ticism, to make June a "No Accident Month." Committees were formed in all departments and ways and means were discussed to counteract `/ibis KJVLj cty uviij/xmo the deplorable record we had established and the low. state of morale which existed throughout our plant. Naturally, everything must have a beginning and although we failed utterly to reach the goal of. a "No Ac cident Month," our committees continued to function every week during the year and we closed with a standing of-67 accidents and 948 days lost time. - Some change in our system was evidently necessary, so we disbanded the departmental committees and formed one general committee, com posed of the foreman and three representatives from each department. We concluded that it was necessary to teach safety, so the subject matter of our meetings dealt entirely with the question of education and we can candidly say that this form of treating the subject was our first sincere attempt to grapple with the problem from a logical premises and lay the foundation for our future success. You must creep before yon can walk and with teaching safety by education you must sow the seeds by facts and figures, so that even the skeptics will eventually be con verted. Time and patience are big factors in such a program; obstacles will be encountered and setbacks are hound to occur, but the inborn tendencies of mankind are bound to react to certain influences if you persist in the same direction. Under our new policy, we had our first No Accident Month in February, 1922, and during that year successfully bridged four months clear of acci dents and ended the year with 13 accidents including 3 fatalities and 323 days of lost time. In order to acquaint as many employees as possible with our educa tion propaganda, the personnel of our general committee was changed every three months, always retaining the Departmental Foreman as a permanent member. We were pleased with our past success and here we introduced into our Education program, a weekly Plant paper which has been a medium of information, and a messenger of Safety in our struggle to combat the evils of carelessness, thoughtlessness and in sufficient knowledge and training. April and June during 1923 were "No Accident Months," but a reaction set in during July, which was indeed discouraging; but undaunted we increased our efforts to combat the tide of misfortunes, which appeared to be undoing our best efforts to establish and sell our Safety Education. About this time the National Safety Council (Cement Section) held their annual meeting in Buffalo and a paper read by Mr. Purkheiser on the Foreman and Safety so impressed me that after careful deliberation, we decided to reduce our, safety committee to include only Foremen and thereby confer on the foremen the authority and responsibility for all future accident prevention work. With this success, a new lease of life and an esprit de corp was de veloped which convinced us that teaching safety by education through the medium of the foreman was the proper method. At our meetings, which were really round table talks, we discussed operating, mechanical, good-housekeeping and general plant conditions. Cleanliness to my mind Cement Section 259 is the most important factor in a safety first campaign. Put your plant in first class condition both internally and externally and thereby elimimate from the minds of all employees the idea that careless handling of material is not tolerated. Insist that a good-housekeeping policy be adopted and. maintained, and who is better qualified to cooperate with this policy than your Foremen? The past year with a clean plant and all foreman safety first enthusiasts and preachers, we closed with 3 accidents, including one fatality and 39 days lost time. We successfully campaigned nine "No Accident Months" and certainly proved that results can be obtained if knowledge, enthu siasm and loyalty are created and fostered. After three years of steady persistent work in perfecting an organiza tion for our Safety work, we decided to aim at a very ambitious goal and attempt a "No Accident Year." All the foremen were enthusiastic and ex pressed confidence that this goal could be reached. We had our last ac cident on Sept. 25th, 1924, and we have passed successfully 365 days, with the Honor Flag which we raised at the first of the year still flying. Now for a short resume of the main reasons for our success. We have a clean plant, an asset to any successful drive for Safety work. We have a weekly paper, a medium of spreading safety information throughout the. rank and file of the organization and at all times keep ing the important question of accident prevention ever to the fore. We have our departmental dials recording the number of days since our last accident and operated in some cases by the employees individually as his turn arrives.- We sign all new employees in our First Aid Department and therefore introduce them to all rules and regulations covering the work and impress on them the necessity of attending to all cuts and bruises, even the most trivial. We have our executive and foremen sold to the idea that accidents can and must be prevented and that their responsibility for efficiency and production does not cease at this point, hut must include cleanliness, maintenance, installation of guards and Accident Prevention Education to all employees under their direct control and fullest co-operation in all matters pertaining to general Plant Safety. If a Foreman possesses the qualities of leadership, foresight and vision, he will organize his department and turn the work over to men qualified to bring about the performance of those duties, men whose success; will be judged solely by their accomplishments. You can,- no doubt, achieve a degree of success on Accident Prevention work by any method you adopt, but the real, sound policy for a permanent - organization is to confer the authority on your Foreman. Hold him to account for results and you will be surprised to see how rapidly your Safety work becomes a real part of his daily occupation. He will think and act of his own accord and with every thought and action comes the great ambition ol every man to safeguard and protect the welfare of his fellowman. Wher this spirit takes a hold, it is indeed contagious and success in any un dertaking will eventually crown your efforts. > WPWWB.. 'WW ggO jrourzeenz/i oti^j viy wfvyi DISCUSSION Mb. Cam: I would life Mr. McDonald to describe bow a new man com ing into the plant, day or night, is shown his duties; and also, I would like him to describe a near accident. Mb. McDonald : We operate on three shifts--seven to three, three to eleven and eleven to seven. If a man is coming into the plant on the eleven o'clock shift, say, he has been hired in the day time and has gone through his signing up in the first aid department where all of the in formation with respect to his departments and general home information is taken down. The foreman who is taking him on comes on at ten o'clock and remains with that man until twelve o'clock, showing him just exactly what his duties are, how he is supposed. to carry on, where the different departments are that he is supposed to visit if he has to visit any, where the different wash rooms and toilets are and all of the regular routine of the plant is shown to him directly before the foreman leaves him in control of that shift foreman in the department. The foreman himself takes full control of the man from the first minute he comes in until two hours afterwards, and is absolutely sure he is thoroughly familiar with everything pertaining to his job. REPORT OF NOMINATING COMMITTEE Ciiaibmak Rentsger: The next item of business is the report of the Nominating Committee, followed by the election of officers. Mb. Cam: Mr. Chairman and Gentlemen: I beg to report for the Nominating Committee: Chairman, R. Frame. Vice-Chairman, T. F. Halpin. Secretary, H. G. Jacobsen. This is the unanimous choice of the Nominating Committee. Chairman Rkxixgee: Gentlemen, you have heard the report of the Nominating Committee. What is your pleasure? Mb. Cam: I move that the nominations be closed and one ballot cast for those named. The motion was seconded.. Chairman Rexinger: All those in favor will signify in the usual man ner; opposed. The motion is carried. Mb. Cam: I will cast the ballot for the election of these men. If there are no objections the election stands: Mr.'Frame as Chairman. Mr. Hal pin as Vice-Chairman and. Mr. Jacobsen as Secretary. ADJOURNMENT ' Joint Meeting of Cement and Quarry Sections September 30, 1925 HENRY A. RENINGER, Chairman, Cement Section Special Representative, Lehighi Portland' Cement Company, Allentown, Pa. E. E. EVANS, Chairman, Quarry Section Whitehouse Stone Company, Toledo, Ohio HE JOINT MEETING o the Cement and Quarry Sections convened Xat the Motel Cleveland, Major M. A. Reninger, of the Lehigh Portland Cement Company of Allentown, Pennsylvania, presiding. Chairman Re3*I2?ger: Our meeting today will be started by LieutenantColonel George R. Spalding, Corps of Engineers of the United States Army. SAFETY IN THE USE OF HIGH EXPLOSIVES Lieut. Col. Geo. R. Spalding, Corps of Engineers, District Engineer, Louisville, Ky. In the memory of all of us there was a. time when this paper might more appropriately have been entitled, ``Dangers in the Use of High Ex plosives." That we can speak today of safety in the use of high explosives Is a great tribute to the intelligence of modern industrial management. Without compulsion o law but in close voluntary co-operation with government and with the using industries our great powder manufac turing companies have labored unceasingly and with success to produce dependable explosives; reasonably safe to store, transport and use--and not content with this they have built up a corps of instructors and a reliable library of well written, fully illustrated pamphlets to teach us how to use and handle them. In 1906 without compulsion of law the American Railway Association, organized the "Bureau for the Safe Transportation of Explosives"; borrowed an officer of great ability. Colonel B. W. Dunn, from the Ordnance Department of_ the Army to head the bureau and when, as a 261 ?*tr i m-m, :w* W 202 Fourteenth Safety Congress result, a comprehensive set of regulations were drawn up to govern the packing, marking, loading and transporting of explosives, seventy-eight American and Canadian Railways, operating over 130,000 miles of track, at once adopted and enforced them. Later came the Federal Law and the regulations of the Interstate Commerce Commission--which now govern all railroads and all ship pers. But the law, different from most reform laws, came naturally and as a result of pioneering by industry. It is, therefore, accepted by all and enforced by all. Indeed the railway companies and powder com panies are the law enforcement agencies in fact if not in name. And now we find the great users of explosives, mining, Quarrying, cement and construction companies joined together and with the manu facturing companies, as members of the National Safety Council, to interchange experiences with a view to insuring a greater degree of safety In the use and handling of explosives on the job. Safety the Direct Responsibility of Management Such a story of intelligent and continued interest in safety measures on the part of industrial organizations is strong evidence that the welfare of the public and of the workers are safe in the hands of modern industrial management. Not because the management is altruistic--but because it is intelli gent and knows that no industry can grow into greatness or long endure which unduly threatens the safety of the public or neglects the welfare of its own workers. Fully realizing this, the highest officials of the explosive industry are tlie vital, moving spirits behind all our safetymeasures. They know that the success of their industry depends upon our knowing how to use their products safely and yet economically. Just as truly no operation in which the handling or use of explosives plays an important part can be successful unless the management thereof sees to it that the .public and the workers are safeguarded. The interests of the users of explosives are identical with the Inter ests of the manufacturers. In all our problems, therefore, we will find the great leaders of Jhe explosive manufacturing industry and their experts, our best advisers and next friends. I am not an expert in high explosives. It has been my great privi lege. however, to be charged with the management of some rather large affairs, both in peace and in war. in which the use of high explo sives played an important "part. The one outstanding lesson which this experience has taught me is that the man who is the managing head--the man who is responsible for the success of an operation involving the use of high explosives-- must be held personally responsible for the adoption of and enforce ment of suitable safety measures. The attitude of the Biff Boxs must be a correct one and the superin tendents, overseers and foreman serving under him must know that their Chief is as interested in safety as he is in production and in k'3B Cement and. Quarry Sections - 263 economy, and that he win hold them accountable for safety just as he holds them accountable for production and economy. Safety a Part of Operation Plans In other words, the plan for safety on a job which involves the use of high 'explosives is not a thing apart to be considered only as it does, not interfere with other things. It is a vital part of the plan of operations. "With the risk of appearing somewhat didactic, it is believed that to insure safety a manager must: 1 First--Study the layout of the entire operation: the conditions sur rounding the blasting field, the proper co-ordination of blasting with other operations; and prepare a plan for the entire explosive operation as far ahead as may be possible. Second--Adopt the policy of using such explosives and accessories as after thorough investigation and expert advise are found to be the most suitable and most dependable for the work, regardless of first cost. Third--See to it that all men are thoroughly instructed in their duties and in the rules and cautions for safety, and that all materials and accessories are in first class condition. Do not neglect tests and in large operations have^ them made under expert supervision. Fourth--By rigid discipline require that the work he executed as planned and in accordance with rules and cautions for safety. Safety in Layout The importance of considering safety in the original layout of a work is well illustrated by an example drawn from a large construction operation, with which I sum. acquainted. One section of the work consisted in part of the excavation of a cut in solid rock some 700 feet long, 60 feet wide and from thirty to fifty feet deep. Near and more or less parallel to this cut was a bench at the grade of the. main rail line of the works, which could be and was easily widened by dumping the overburden from the cut. This bench and fill supplied what must have appeared at first to be an ideal location for the general shops--and so the main boiler shop, machine shop, blacksmith shop and carpenter shops were located there on. The shops were out of the way of the excavation and convenient to the job as a whole--but they were not out of blasting radius. As a result, unusual and unduly expensive precautionary measures had to be taken throughout the life of the job to protect the men working in and . around the shops. As far as possible, blasting was done at meal hours and during' change of shift but the character of the rock was such that much secondary blasting was necessary to allow steam shovels to proceed. The danger whistles for these secondary blasts stopped work in and around all shops for periods of from five to thirty minutes. Finally, to reduce this serious and costly interference with shop 201 Fourteenth Safety Congress work, it became absolutely necessary to adopt city methods, and use mats to keep the splinters down. The safety of the men was secured but at great and unnecessary cost- Tke shops were general shops and need not have been so near the works. Had safety been considered in layout the shops would have been located at a safe distance. Had this been done, production would have been greater and shop costs less and also rock excavation would have proceeded more expeditiously and at less cost, relieved as it would have been from the necessity for unusual and special precau tions. . Safety in a Blasting Plan Secondary blasting is a very frequent source of injury from missiles, due to the fact that less; attention is ordinarily paid at such shots, but more because they throw further than the larger, better decked shots. A source of injury otr construction work, which is frequently over looked and which must frequently cause trouble in all quarry work is that of falling rock from overhangs. Both overhangs and large plums which require secondary blasting can be eliminated by a careful study of the spacing and loading of holes. -- In the past, in most construction jobs and quarry jobs, the location of holes and the amount and character of loading was left to practical rockmen or quarrymen who from long experience in a particular local ity, seemed to be able to judge almost at a glance the proper amount of explosive to use and the proper way to space the charges to secure desired results with safety. They seemed to be able to tell at a glance, but as a matter of fact it was their local experience and the methodical, careful records (men tal records only, in many cases) which they kept of past shots and past results, which enabled them to do well what other men would do badly. Can Not Depend Upon Such Men Modern quarry work, and modern construction excavation cannot depend upon such men. There are too few of them. Indeed in many localities where new quarries are opened, there are none at all to be found. Our military experience--particularly our experience in mining operations against the enemy--has taught us that large blasts must be carried out in accordance with carefully preconsidered plans--just as is done in any other large engineering project. In such plans, the location and size of all charges are determined by calculations which are every bit as reliable as those used in the design of foundations for engineering structures. Indeed, because of the more frequent opportunity to test calculations by results, they become more reliable as the work proceeds. More and more are Similar scientific, methods being used in our largo quarry and construction operations. The computations are not Cement and Quarry Sections 266 difficult and the data upon which they may be based are available to us all in the form of tables furnished by the explosive manufacturers. The data in these tables are, of course, for average conditions, and particularly is this true in the amount and character of explosive re quired per cubic yard of rock, and so judgment must be used at first. But. if, as the work proceeds, surveys are made before and after each blast, it will not be long before recorded experience will enable one to determine loading and spacing with a great degree of accuracy. To make a survey and sketch of the crest and toe of the quarry face, to locate thereon the line of holes, to drop a few plumb lines down from which to determine the thickness of rock between face and line of holes; to keep careful record of the loading of each hole and then after the blast to record results at the crest, and after excavation to record results in the face and at the toe, and to keep a special record of the line of flying missiles, seems like a formidable and unnecessary task 'before it is undertaken, but such methods will reduce secondary blasting, eliminate overhangs, cause fewer injuries from missiles and also, I am convinced, pay handsome dividends on the cost. Safety in the Choice and Purchase of Materials There has been a tendency in the past and, to a degree it still exists, to look upon blasting as a dangerous occupation; in which occasional injuries and fatalities are inevitable, and but part of the "risk of duty" which men who are men must take, and are proud to take. 'With such .an attitude I have no quarrel- Civilization advances only because there are men, always have been and always will he men, who think more of duty than of life. "" But neither In war nor in peace should such men be called upon to risk limb or life unnecessarily. For almost every condition to be met in the blasting field today there are explosives and accessories which will permit the work to be done with reasonable safety. And it is Incumbent upon management to see that only those most suitable and safest are purchased, that they are kept in safe and usable condition at all times jand made available to the men as needed. In an early experience in the Philippines, I was charged with the construction of a road in a side hill partly in solid rock. To do the work I had a few engineer soldiers, a quantity of native labor, and a group of some twenty military prisoners, two of whom wore the ball and chain. One day as I passed the Corporal in charge, he called to me, "Lieutenant! We're going to have a rotten accident on this job; I can't keep the loaders tram, tamping with drills; they are ordered to use wooden sticks but there are none around--and I bate to hold up the work." He took me to a hole where a prisoner was making the sparks fly In the flinty rock as he tamped. a. --WWW - 266 Fourteenth Safety Congress I got the wooden tamping sticks and learned a lesson which I have never forgotten. "Don't expect men to obey safety rules unless you make it possible for them to do so by supplying them with suitable equipment Misfires Most Frequent Cause of Accidents I think that, by and large, your experience will agree with mine that the most frequent cause of accidents on the blasting field is due to misfires. Misfires come from a variety of causes. In electric firing the most frequent appear to. occur when the shots are wired up in series as is necessary when a number of holes are to be fired by a blasting machine. At Muscle Shoals a blasting foreman reported that since beginning use of a new supply of detonators, he was having too many misfires. He was satisfied in his own mind that the detonators were defective and recommended that the entire lot be discarded and a new lot purchased from the manufacturer who theretofore had been supplying satisfactory caps. To settle the "morale" situation, this was done but in justice to the manufacturers of the discarded detonators, they were asked to send an expert to look into the matter. After a careful investigation, it was found that while the resistance of the discarded detonators departed somewhat more from the normal than those> which had been used before, all were within reasonable limits and that the real trouble lay in the fact, that the blasting machine, due to wear or improper care, had failed in power. The sub stitution of a new and stronger machine helped but did not overcome the difficulty. A similar experience was met with in the construction of Lock Num ber 1 on the Monongaheld River where the use of a stronger machine, and detonators of greater power (No. S in place of No. 6) corrected the trouble. After similar trouble with electric blasting machines on the power house excavation at Muscle Shoals, it was decided to resort to firing from the power circuit, connecting charges in parallel. At Panama, a "number of accidents results from steam shovels coming in contact with unexploded charges, which led to an investigation of the fuses and the results obtained from various methods of firing. Pre vious to that time charges were exploded by a blasting machine, and investigation showed that failures were liable to result when this type of machine was used. Experiments were then made by using the current from the lighting plants distributed along the east side of Culebra Cut, and it developed that while misfires occurred xchcrc the fuses were con nected in scries. there were no misfires ichcn connected in multiple arc. As a consequence electric conduits were laid from the various power plants into the Cut, distributed lengthwise through it within easy am. Cement and Quarry Sections 267 reach of the areas remaining to be excavated, and thereafter all holes were exploded by means of current from the dynamos." There Is an inherent difficulty with series firing which cannot be overcome in the present state of the art of cap manufacture. In spite of honest effort by the manufacturers the resistance of caps to the electric current varies and when a number are connected In series, those in which the resistance is the greatest, heat up and fire first, break ing the circuit so that the others cannot fire. Difficulty Remains Even Under Good Conditions Special care in making connections, the testing of all caps and of machines and circuits before firing and the use of stronger blasting machines will serve to reduce misfires but even with good conditions, the inherent difficulty mentioned is not overcome. Where a large number of holes must be fired simultaneously, they should be connected in parallel and fired by current from a lighting or power line. For this purpose direct current is preferable but an alter nating current of sixty cycle frequency is satisfactory. Of course even in parallel connection, misfires may occur from defec tive caps or bad connections, and tests of caps and of circuits must not be omitted. __ To reduce misfires still further Cordeau-Bickford may be resorted to. This type fuse has long been known and used in the military serv ice. As you know, this fuse is a lead tube of about one-quarter inch diameter, filled with T.N.T. It is safe to handle, safe to ship and safe to keep, and yet it detonates with such great rapidity as to be practically instantaneous for reasonable lengths. In military demolitions it is often necessary to drill arid load a bridge or other structure with explosive and then await the proper tactical conditions. Nothing is of value in such work which may be injured by delay.. By the use of Cordeau-Bickford a number of charges of compressed T.N.T. or other stable explosive may be connected up and kept under guard in readiness for firing. When the time comes for firing, all that is necessary is to attach an electric cap to each end of the Cordeau and fire with a blasting machine. Fuse Being Used To Considerable Extent This fuse is now being used to a very considerable extent. in the quarries of our large cement companies. I am confident that' before long it will be used in all quarries where well drilled holes are used In loading the well drill holes, the end of the Cordeau is tied to z cartridge; this is placed in the hole, and the Cordeau is run off the spool until the cartridge touches bottom. After the hole is Tully loaded, the Cordeau is cut off a little above the collar of the hole. WTien all holes have been loaded, they may b< connected by a trunk line of Cordeau with an electric cap at each ent -11HWH , -awHRfBBi 2GS Fourteenth Safety Congress or an electric cap may be connected with the Cordeau extending from each hole and the various caps connected by wire and fired in the usual manner. The use of Cordeau by keeping the electric circuit above ground in the dry where bad connections and short circuits can be avoided or easily found by tests and corrected, practically eliminates all chance for misfires. In addition, it eliminates the necessity for making up primer cartridges, a proceeding always attended with risk, and allows the first cartridge to be lotcrrcd. not dropped, into the hole. All in all, it is the safest means known for detonating the charge in well drill holes. I am led to believe, also, that in spite of its rather high cost, it Is a cheaper material than caps because it permits the use of a higher cartridge count explosive. As to this, I do not know, but I do know that it Is safer and therefore more economical when the job as a whole is considered. Safety Instruction and Safety Discipline With a good layout plan, a good blasting plan, a proper co-ordination between explosive operations and other activities in the vicinity; with good materials and the most suitable equipment, there should be few accidents in the use of high explosives, provided the' men engaged in. such operations are suited to the work, are properly instructed In their duties and responsibilities and imbued with a proper sense of safety discipline. Regardless of other qualifications, there are some men who can not. be trusted to handle or use high explosives with safety. Natural awkwardnessr timidity and absentmindedness are charac teristics as much to be feared as bad habits and recklessness. The personal characteristics of men can only occasionally be dis covered before trial. Safety, therefore, demands that all operations must be as nearly fool proof as it is possible to make them and because it is impossible to make them absolutely fool proof it is necessary that the men engaged, and all explosive operations all the 'way from receipt of materials, through care and transportation to final use, be under the supervision of a competent and careful head, who, if he be not an expert in explo sives and electricity, must have ready access to the advice of such experts. -z= Such a man, supervisor of "explosives if you wish to call him that, will co-ordinate the selection of the men, their training and their dis cipline in a manner to insure that proper methods are used and proper precautions taken. But he will also keep abreast of the developments in explosives and explosive accessories aild in touch with the history of accidents and their causes with a view to eliminating similar causes from his own work. ' Cement and Quarry Sections 269 He 'will not be satisfied with a mere printed list of rules and cautions but will investigate the reasons which brought about their adoption and be prepared to develop and issue new instructions which carry the weight of his own authority. Premature Explosion Resulted in New Rules The premature explosion which occurred at Bas Obispo, Panama Canal, in December, 1908 which resulted in the death of 23 men and the injury of 40 others is an example of an explosion which leads to the development of new and living rules-- "Fifty-three holes had been drilled and sprung. Too prompt loading after springing, had caused an earlier premature explosion, due to the heat in the holes and therefore 48 hours was allowed to pass before loading was begun. "A total charge of 44,000 pounds of 45 per cent dynamite was then loaded, the fuses set, and all holes tamped before any connecting wires were strung. This latter precaution was taken because an earlier pre mature explosion had resulted from a current induced in the connecting wires. As the last hole was being loaded the explosion occurred. "It was a clear day, there was no lightning, and the dynamos from which firing current was to be had-were not even running. "While the cause of the accident was never positively ascertained, it developed later, when the water_ in the bottom of the holes was chemically exam ined, that it was sufficiently acid to attack the dynamite cartridge and liberate the nitro-glyeerin. "A secondary blast had been fired just across the Cut from where the explosion occurred and it was assumed that the free nltro-glycerin in some of the holes detonated from the jar of this secondary blast and as all the remaining dynamite charges were connected with caps, the detonation of- the entire lot followed. "As a consequence, instructions were issued that no loading opera tions would be undertaken in any area that could not he completed and fired the same day." A History of Mistakes Personal experience, gentlemen, is a harsh schoolmaster. It is pleasanter and cheaper to learn from the experience of the past than from our own disasters. I find there is much literature on the use of high explosives; some of it of great value. A real living write-up of disasters and mistakes in quarries and on construction jobs would carry the lessons of the past home to us as no other method except personal dis aster or mistakes can do. I have been asked to open tbe subject to discussion after the close of my- remarks. Can we not start today by telling each other of the mis takes we have made which led to fatalities and injuries, to start a literature of live experience? 270 Fourteenth Safety Congress BLASTING AND THE USE OF EXPLOSIVES Frank F. McLaughlin, Blasting Engineer, The France Stone Company, Toledo, Ohio High explosives have become one of the great servants of our present civilization. Like other great giants in man's service such as steam, electricity, air, and fire, Explosive effort must be directed and con trolled lest harm, instead of good, be a result of its use. The control of any great energy is largely a matter of preparation for the direction of its effort. In other words, it is a matter of our driving the team instead of the team driving us. Blasting is usually viewed as a necessary evil in the operation of a quarry--the war department of the industry, as it were. Every year a large number of blasting accidents occur, resulting in injury and death to many men. Because the accidents usually destroy the evidence, the actual causes of many blasting accidents are never fully determined; but, with few exceptions, a cheek on the previous conditions plus the results ofan accident will prove that men, and not the explosives, primarily were the cause for disaster. If this statement is true, our hope of preventing blasting accidents is well founded. A man can be trained--a case of explosive cannot direct itself. There is no such thing as a "safe" high explosive. We buy it and use it for what it is--an enormous potential energy chemically stored and harnessed for our service. We may as sensibly expect to avoid the natural results of contact^with a high tension power line as to abort the known laws governing,explosives and get away with a whole skin. In face of all the death and injury incident to the use of explosives it is folly to expect to find some easy road of escape from the hazard. But blasting accidents are preventable. They are caused by ignorance, carelessness, and by the miscellaneous item called "the act of God." I put ignorance at the head of the list, and. the densest comparative ignorance lies with the executive who hasn't sense enough to be afraid for himself and his men when he isn't sure of the right thing to do in blasting practice. Not many average working men are intentlonally careless with explosives. They are afraid of It, and usually seek to get a blast over with as xfuickly as possible. Their ignorance, which created their fear and haste, produces a treble possibility for trouble. Haste is never a good tooLfor a normal job, and blasting can be made a normal part of your quarry operation. Therefore, neither haste nor ignorance has any place in safe, efficient, use of explosives. High explosives will normally follow and be governed by fairly well known laws. It is an inanimate material, and can be controlled. Let us then really educate ourselves about this material and its use that we may avoid accidents and forget our fear of its use and power. A Simple Letter Is the Purchase Price of Safety Our government, through the Bureau of Mines, our states, through their various industrial commissions, the various explosive manufac Cement and Quarry Sections 271 turers, and our trade magazines will lay before us, for the asking, the work of literally hundreds of men who have labored on this subject for our benefit. The purchase price of safety for you and your men is only ordinarily a letter stating your wants and some common sense to inter pret in your particular quarry what you will be told about explosives. Lest some may think that blasting accidents are' more largely caused by the material used rather than by a lack in the direction of its use, a word will be said here about the manufacture of explosives. It is a far cry from Nobel's simple mixture of nitrated glycerin and fuller's earth to the perfected, controlled, high explosive of today. The un flagging effort of each generation of powder makers has reached a yet higher step in the progress of understanding and safety in the man ufacture and use of explosives. Probably no other body of manufac turers so extend their interest beyond the manufacture and sale of then product as do the producers 'of explosives. As if in obedience to the old Christian code, where we would have them go a mile with us thej have gladly gone two miles. They make every conceivable effort tc protect a troublesome business from trouble. No explosive manufac turer can, for reasons that are clear, afford to have a series of disastrous events connected with his product. The Bureau of Mines constantly checks explosive products to keep the manufacturer from error ever though his own company check through rule, laboratory, and supervision The Bureau for the Safe Transportation of Explosives is another gov ernment agency that specifies details for explosive packing and trans portation, specifying even the kind of car explosives may be shippec in. The railroads are instructed to expedite delivery and discharge o: the contents of a car of explosives. Nine thousand, nine hundred ninety-nine times in ten thousand explosive shipments reach your plan siding practically as good as when they left the factory. This beini the case, the arrival of the car on your siding ends the real responsi bility of the manufacturer and the transportation company and youi responsibility begins._ Every honest manager or superintendent wants 'to do the right thing We err through lack of information. The long, safe, way is the sbortes good road between the two points involved. Take some thought abou the hazards of fire mad collision when locating the car for unloading and about the course your wagon, truck, or men must take in trans ferring the cases from the car to the magazine. If it is wise for th< manufacturer and our government to be concerned about these detail: it is foolish for us not to follow their example. Have a good road fron the car to the magazine, and from the magazine to the quarry face We have the men and material needed right at hand with which t< build the best roads In the country. Not only is a good road an attrac tion to a visitor at your plant, not only does it reflect our own prid and neatness around the job, but it pays a real dividend, especially ii bad weather. It is safe to transport cased explosives in a clean trucl on a good road. Remember that you cannot know the exact condltioi 272 F'omrt+rmtM .Sa/^y Congress of the contents of m. cue of e niVwtn i the esse is opened* Elec tric exploders and Wetrtnt cue efaocW he handled like & crate of eggs, while powder lose and curdcaa erffi stand rougher treatment. As a rule don't jolt or jar explosives any more than absolutely necessaxy- Never toss or throw them, and he careful about the surface on which you slide them. Chemicals of Many fxptosives Deteriorate With Age The chemicals of many explosives deteriorate with age, and this tends to make them more and more insensitive to ordinary methods of detonation* This in turn leads u> misfires in the blast. As far as pos sible, keep your explosives stock fresh--not over six months old. Many explosives deteriorate when allowed to become damp, or too hot or cold. Equip your plant with a dean. dry. well ventilated storage magazine located and erected to comply with the laws of your state. Keep explosives in a magazine separate from detonators of any sort. The government regulations applying to the packing of explosives require the manufacturer to rightly mark the boxes "this side up." They do not so mark the boxes in order to play a joke, on you. "This side up" means up, not down, nor on the side, nor end. Store them in the mag azine as instructed. A second magazine Is necessary in which to store detonators, and indeed should embody all the virtues of a main explo sives magazine. Have magazines large enough, but don't order more than you can store for there is no other place "just as good" in which to store the excess. Poor storage will cost you much money in im paired efficiency of the explosives and will considerably increase your chances for blasting accidents due to the changed condition of the explosive under poor storage. - This applies to fuse and caps as well as to the explosive proper. I want to make a few statements, here about frozen or hardened explosives. Don't use explosives when in such condition! And don't thaw them, either, for most folks don't know the chemical they are try ing to bring out of a congealed state in the thawing process. It takes an explosive chemist to be safe during such an operation. If it is necessary for you to store and use explosives in low temperatures there are manufacturers ready to supply you with a practically non-freezing explosive of many types- Don't use and don't thaw frozen or hardened explosives! Be suspicious of explosives that have a tendency to "stiffen up" in temperatures below forty degrees Fahrenheit to the point of making a practice of testing each cartridge used by.gently trying to insert a small round wooden peg in the middle and at each end of the cartridge. If the peg meets resistance the explosive is-in no condition to be used from either the viewpoint of efficiency or safety. A very large portion of the total of blasting accidents can be traced directly to the attempted use of frozen explosives. If you were to make a bank blast today, yesterday was the right time to start it. By this is meant that intelligent preparation for a blast is. -T',- jwMBfMi'-i'iiay.-j.i --www JSBKI Cement and, Quarry Sections 273 In itself, a large factor of safety. Blasting cannot be rightly accom plished without preparation. Be sensible about blasting, not fearful. Be deliberate. Take time and forethought to plan the details of a blast even more thoroughly than you plan the other major details of your quarry operation. Clean the bore holes to be used, even if it means taking the drill to do it. Clean away the loose stone from around the top of the holes. Run the drill tools down to the bottom of each hole, knocking down any lodged stone or wood in the hole, and spudding up the cuttings that have settled to the bottom. Bail the holes thoroughly, removing all the water possible. Some kinds of explosives decrease in efficiency very rapidly under contact with water, and this fact is a prolific source of misfired charges. If you don't already know how, get some experienced explosive man to show you how to measure the width, space, and depth that determine the tons burden of each bore hole. This information, plus your own .experience in blasting your bank, will enable you to. almost exactly determine the amount of explosive required for each separate hole so that when delivering the explosive from the magazine to the bank you can place the amount needed adjacent to each bore hole. The importance of this practice is mentioned later. See that the top surface of the blast is clear of the odds and ends that gather from drilling and stripping operations. You can't blame your men for stumbling and Jailing if they are compelled to move around in the midst of a lot of debris. Clear the shot and adjacent surface of electric power lines that are near the surface, especially when electric blasting caps are to be used. Whenever possible clean away the bottom, of the face ahead of the shot before loading any holes. For a hole to explode, from any cause, with men working in front of the face of the shot, means almost certain death to those men. See that all the tools axe on hand, and in good shape, that are usually required in loading bore holes on your quarry bank. Use only wooden tools--wooden tamp ing poles without exposed metal, a wooden peg spliced on a rope for lowering cartridges in the hole, a round wooden peg twelve or fourteen Inches long for making hole in cartridges through which to lace detonators, a wooden mallet with which to open boxes, and a wooden box to hold detonators until used. Such preparation will go a Idng way toward inspiring confidence on the job. Start Early Loading Bore Holes With Explosives An old Chinese adage reads "He who rises late must trot all day." It is wise to get an early start loading bore holes with explosives. It is cooler early in the morning, heads are usually clearer, and the explo sives will not have to remain so long in the sun on a hot day. Also, you won't be so pressed for time in finishing the job. Don't hurry. You are spending quite a sum of money in explosives, drilling, and labor. You must tbinte as well as work. Take time to protect your investment, and you will be taking the safe, sane, sensible course. There ought to be one man on every shot to do nothing but watch the workmen. The 274 Fourteenth Safety Congress material will do nothing of its own accord. It is eternally the men that get into trouble with the material. If possible do not have the process of loading more than one hole at a time. This concentration makes security and efficiency possible, while their value is divided by the number of holes being loaded at the same time. Do not have any more men working on the blast than are absolutely necessary. Eliminate the guesser, the chance-taker, the curious visitor, the smoker, hob nailed shoes, and matches. Open the cases of explosives and detonators only as they are used, hole by hole. The cartridges are less exposed to sparks, heat, and cold in the cases than they are out of them. Open the cases only with a wooden mallet, and when opened do not dump the contents on the ground. A little wind blows the sawdust packing in the men's eyes, a little spark sets the paper afire--and there you are with a possible accident looming up. Lift the cartridges from the box and lay them by the hole being loaded. --You can then remove the box, paper, sawdust and all intact away from the shot. Do not start to load a hole until you are safe from sparks and lightning or stray electric currents. If a storm arises call your men to a point of safety away from the shot, and stay away until the storm has passed. Lightning will burn, explode, or detonate blasting caps, cordeau, and explosives. . Inspect each bore hole just before loading it and see that it is a clear hole without obstructions to the bottom. A lodged piece of wood or a projecting stone in the hole means a jammed cartridge, and a consequent hazard created by trying to dislodge the cartridge. Your blaster is no vertical AVi Iliam Tell. I am not prepared to say just how far various explosives can be safely dropped in a bore hole, but by past experiences I am pre pared to say "don't drop it at all." It isn't necessary to drop it. Use a wooden peg hung on a rope, pushing the peg into the cartridge till friction holds it, and lower the cartridge with this tool down the bore hole; =. When the cartridge is seated where you want it a slight, sharp, jerk will release the peg from the cartridge so that it can be drawn again to the top and the performance repeated until the hole is loaded. This loading practice does three things for you--it gets away from serious friction, against explosive matter deposited on the walls of the bore bole as each succeeding cartridge Is dropped; by means of measured knots or other marks on the length of the rope you can exactly determine where each cartridge is located; it avoids the possibility of jamming the cartridges in the hole and the consequent practice of dislodging the "hung" cartridge- A jammed or hung cartridge is probably the greatest single ally of the undertaker encountered in the use of explosives. Even the use of a wooden pole is no insurance when you poke and push and hammer away at a hung cartridge trying to dislodge it and force it on down into the hole. ^ Often the detonator is cut in the above process. It is better to lose the hole than to treat a cartridge roughly. It is still better to avoid paying both penalties by lowering the explosive -s --* -f~ yj3H.fr : Cement and Quarry Sections 27o instead of trying to drop it in the hole. Again, I confess, I am not pre pared to say just how much tamping can be safely done on various explosives, but I am prepared, by experience, and in the interest of safety to say: do not tamp it at all. To tamp stemming in a bore hole is one thing, and quite all right if the detonator is not disturbed, but to tamp explosives is to freely invite the pall-bearers and the preacher to your funeral. I know that some of you can tell me how many hundreds of times you have tamped explosive cartridges with a pole or bumper and "got by with it." but regardless of the supposed success of your past practice, you are still wrong if you want to be safe. It is better to gain explosive efficiency by bringing the cartridge diameter and the diameter of the bore hole closer to each other--and then be satisfied with the result and with an uninjured body. Having the exact amount of explosives needed adjacent to each hole scatters the boxes over the shot where they are handy when needed as the loading progresses._ This same scattering of the boxes divides tho hazard of amount in one place to sparks, lighting and misfires. Some times it is necessary lo break cartridges to smaller pieces to load obstructed holes. Remember that as such a hole is loaded the hole walls become somewhat coated with adhering explosive. It is wise not to tamp even the stemming in such, a hole. After the explosives are loaded in a hole throw in at once enough stemming to protect the . exposed explosive from any fire. Look well to the kind of stemming or tamping used.' In mostT^juarries the finer size rock dust is used for this purpose. It .serves very well, but keep the dust free from larger size rocks that might cut the fuse, wires, or cordeau while being tamped on the explosive charge. ^ Use Only Experienced Men to "Hook Up" the Shot We are all prone to give a sigh of relief when the last hole of a shot is loaded and tamped, and indeed quite a bit of our blasting hazard is over; but even though the details of your quarry operation press you hard for the stone in this blast take your time while connecting the detonators on the shot and make sure it is rightly done. Use only experienced men to 'hook up" the shot. Make a final inspection of all connections after the men, with their sometimes blundering feet, have been sent away. A poor connection of the detonators means a missed hole, and a missed hole not only means a poorer shot but passes a hazard to the shovel crew who have no good way to protect themselves. When you are finally ready to make the blast take the further step of assuring yourself that men and equipment are in the clear. See that they are even more than sufficiently safe, for a blast will sometimes fool even 276 Fourteenth Safety Congress the best "guesser" on the job as to where it will land. Make sure, by instruction and practice, that your men, especially the new ones, recog nize whatever type of blast warning signal you use. It goes almost without saying that you will take steps to protect nearby transportation highways and residents from possible flying stone from the blast. If you shoot with electricity do not connect the shot with the power line or battery until the main switch and' fuses are pulled. In damp conditions, where there is a possibility of a ground through the switch block, go even so far as to disconnect the wires leading from the switch or battery to the shot until everything is ready to tooltee the blast. It is a good practice to have a man. stationed constantly by aA h charge of the battering or firing switch from the time the (VlflPiflTini rt being connected until the blast Is made. If the shot la fined wfich a fiacaa and cap it is well to make a second, or '`dummy"1' tmm eatp iacbes shorter than the main shot fuse. Light this 'ntwnwy* fint wiwa Sight ing the shot fuse and on its exploding the lower wrehia fif teen or twenty-seconds when to expect the htenn te If Ube pewder fuse has been kept dry and is act ktalroi ft wall Ttsifcew fibe meanafac- turer's rate of burning very closely, MR a* awofi he put on a fuse in poor condition. In case of desfbt Whang, a then, theft baa been lighted and does not explode the cap $* i I'liiiijsiswfWm tamo fiwr fit freagTh. wait at least an hour before apwxiag ft fib fifcwwwar the cause. Some very peculiar things have happened with psor tueo. Shwteg suc cessfully accomplished the loading and of a Stsk: ItwK, do sot be hasty in returning into the fumes and smbtee that nuoitj aJwaya sur rounds the blasted rock. Be sure to wait in damp woathti. The same general sense applies to secondary, or pap, Wa wing as has been said about the blank blast. Save a couple of -small storage maga zines in the quarry handy to the work, one for explosives, and one for detonators. Pick out a steady reliable man for this work. After all is said. and done, safety or hazard goes as the man goes. Beware of the fellow who carries explosives or caps around the shovel or locomotive in an open box, or who carries caps or explosives or both in his pockets, or who crimps caps on fuse with his teeth or a knife, or who wants to save you money by usifig short length fuses, or who takes pride in the large number of fuses he can light at one time and get away with it. The practice of lighting a ``dummy'' fuse shorter than any used in the small hole shots, lighted first, and used as a warning signal to get under cover, is a good way to avoid trouble with thi3 part of blasting. In closing I offer this word to you men who are executives in quarry operations--none of these suggested safe practices about blasting, and the use of explosives, will cost you very much money. Compensation for the injured and killed calls for a good sized check. An informed, reliable, man is needed for supervision every time major blasting is done in a quarry if safety is to be a companion with your blasting. Let such a man have your confidence. Educate him constantly that he in turn may educate the men who must handle and use explosives in Cement and Quarry Sections 277 your quarry that they may come contented to work in the morning and go home safe and happy at night. "A laugh is worth a hundred groans in any market." DISCUSSION N. S. Gkenseeedek (Editor of "The Explosives Engineer"): I have listened to many discussions of explosives in. the post few years, bat none have been more profound or practical than the two we have Just heard this morning. In commenting on the paper oC Cofaftet SfrsMTiqg. 1 wish to emphasize the point he made about multiple pafaffiel being the best connection to be used where PWBdfiffSwpg a*fer a |MML>ii)ifL mem t- I would like to endorse- Mr.- i.g'gnuigE lowering explosives into the bole raxfcer *** mmwmm m*mh Cn-viRJiAX Frame: NeXT met tKm -jWnawrtuift- ^ * -fMgrar "Shtxards of Standard and Xarrew ifeawysig TfripBiilMsSb Wt CSWUS'T'Sibil." In the absence of Mr. Stewart, gjgfes lHWEnliW * * ICapiwf- SMUiuiUrtal Car and Equipment Company, i wat jflWgawew e#> ttwer BniiWifcf. pMeeetfjr of the Quarry Section, to come tarwerPW i** .frfefe? far nfe. HAZARDS OF STAHM ROAD W. W. Stewart, Safes The operation of railway waa%>lfiiMM- PSWiyangBs hazards re quiring much prudence and ewe t femrtfe ak <er #ecQi toward "SAFETY" lead ns to thorough hewamdeiw of Sfer feefeee--^CAESE, EFFECT and REMEDY." We kMnr the -CAUSE' is primarily care lessness and neglect, and we know these the "EFFECT-- is sometimes appalling but the "REMEDY" we must work out to our own salvation. Standard gauge railroads, as well as most of the industrials, have been relentless in their crusade against accidents; educating their em ployees, as well as the public, to their ideals of "SAFETY" and statis tics will show that their efforts have been highly rewarded. For operation of equipment, the standard gauge railroads have their standard rules and regulations to govern application of safety appli ances for interchange but for the industrials, or narrow gauge railways, it is practically impossible to establish one set of standards applicable to all industries, as each industry has conditions peculiar to its particu lar line of work. - In the quarries we encounter extreme hazards as we are obliged to combat such elements as very poor track conditions with heavy grades and inclines; overloading of cars; improper loading of cars; excessive spotting' of ears; handling of ears having high center of gravity neces sary to insure proper dumping and the use of the link and pin couplers. 27 S Fourteenth Safely Congress In ference to track conditions, the standard gauge railroad equipment requires the use of heavy rails, and as the cars have double trucks they will ride very uneven tracks, whereas, the narrow gauge equipment re quires lighter rails and smaller cars with single track construction, con siderable difficulty is experienced to keep cars on the track- To main tain perfect road bed would require considerable expenditure because just as soon as the steam shovel has made one cut, it is necessary to move this track over to the face of the quarry, however, it is true that the high and low spotsr loose joints, crooked rails, proper elevation on curves and widening of track gauge at the curves should be taken care of in the quarry, thereby reducing to a minimum the possibility ot derailments and wrecks. A very common practice in quarry work, is the overloading of cars and loading of cars heavy on one side to facilitate dumping, both of which are detrimental to "SAFETY." The ideal quarry car to withstand heavy quarry service must have body construction to stand abuse oc casioned by dropping of large rocks from the steam shovel dipper and must have stability of frame required for handling cars ill trains, yet sufficient flexibility to insure satisfactory operation on uneven tracks, and where side dump cars are used tbe design requires a very high center or gravity to secure proper dumping angle. When such cars are in transit the unevenness of track causes considerable swaying of the cars, resulting in spilling of the load; subsequent derailment, and ulti mately, loss of production to the manufacturer; property damage to tracks and cars and possible chance of injury to workmen. One of the greatest hazards of railway equipment in quarries is the use of the liuk and piri couplers. On standard gauge equipment the automatic coupler is used almost universally, however, the larger equip ment generally operates on heavy rails and large radius curves, where as, the narrow gauge equipment must operate on light rails and very small curves. The automatic coupler is limited to a certain extent in its ability to function properly and still take care of the vertical and lateral motion due to unevenness and curvature of track, but the link and pin couplet permits wide clearances and will function under very adverse conditions, however,_ the coupling of cars requires adjusting the link into proper position when cars come together, and this operation sometimes results in injury to workmen. Further, the coupler, in addition to being the means of coupling cars together is also part of_ the drawbar and is subject to severe shocks and strains. Also the hauling of cars on inclines with cable hooked into the coupler and "spotting" of cars, requiring considerable jerking of trains both work hardship on the couplers and draft gear. Use of Lipped Yoke at Coupler The general practieA on draft gear with automatic couplers is to use a lipped yoke at the coupler, however, on small narrow gauge cars a yoke cannot always be used, then the split tail coupler is substituted. Cement and Quarry Sections 279 This split tail coupler requires the use of a pin at the end of the coupler shank and this pin is not always accessible, therefore, on cars with this type of coupler the draft gear should be subject to periodical inspection and frequent replacement of this particular pin. Another" small detail which if given proper attention will eliminate considerable hazard, is the oiling of the journal boxes. Most quarry men believe that the oil should be inside the journal box and this is correct but--why not put a little oil on the outside of the box where the box r.ubs the pedestals? This would insure free movement of the boxes in the pedestal ^ guides when the springs are compressed and if proper clearance has been provided between the bottom of the box and the pedestal tie bar, the wheels will ride the high and low spots in the tracks reducing to a minimum the possibility of the flanges of the 'wheels climbing over the heads of the rails causing derailment and possible injury to workmen. Here is a case where on a certain day a quarry car jumped the track on a sharp curve. The foreman instructed a track worker to jack the track at this particular place and that he, the foreman, would go to the quarry supply house and secure some new spikes. This quarry foreman failed to instruct the locomotive engineer that work was being done on this curve and he also failed to place any warning sign, such as red flag or otherwise showing that work was being done. Before the fore man returned from the supply house with the spikes, the locomotive pushing a train of empty cars ahead of it, on its way back to the steam shovel, ran over and killed this track worker. Where the stone is being conveyed from the quarry up an incline to the crusher, you will find at the foot of the incline two- tracks, one on which the loads are pushed in and. the other track for the empties to be lowered from the mill. On a certain day an employer was short one man and this man happened to be the regular cable hooker. The cable hooker is known as the man who hooks the cable to the car at the foot of the incline. The quarry locomotive was pushing in a train load of stone from the steam shovel and when the cable hooker was in the act of hooking to a car, pushed them up on this man. This accident resulted in a perma nent and total disability claim. This particular employer has been paying compensation ter the injured man for a period of two years, and from all indications, will continue doing so for the life of this man. An accident that seems to be quite common in some of the quarries is where the hoist man leaves the empty car down the incline and it bumps into other empties at the foot of the incline, and when one of the employees is coupling up the empty, receives an injury to his fin gers or hand caused by bumping and he deliberately uses his hand between the couplers when the cars come together. This man should have used a book for guiding the link into the coupler, and the hoist man should have been more careful in dropping the cars down the in- 280 Fourteenth Safety Congress cllne and not allow them, to run down so far on the empty track as to bump into the cars at rest. Proper Instructions Would Prevent Accidents When loading material from the bins into the railroad cars, it is customary to have the track elevated and on this elevated track the rail road company spots the empty cars. Occasionally an employee will drop an empty car down to the bins without first examining the brakes and this car will get away crashing into another car that has been loaded, thereby causing^ a. wreck, sometimes a derailment with loss of time and frequently an injury to an employee. It appears that proper instructions by the Superintendent to the employee, to properly inspect this equipment would prevent such accidents. There is another feature relative to the Railroad Company's equip ment which is quite common. Considerable equipment is placed at the industry's loading track not properly cleaned out and it is necessary for the loader to have one of their employees clean these cars. To clean these ears it is necessary to drop the hopper, and a great many stone producers are using the old style hopper wrench and if they would use what is known as a safety hopper wrench a good many acci dents could be prevented. Take the case of a certain stone plant in Ohio where they received a carload of coal in a hopper, and the employee was sent to dump this carload of coal on the coal dump using the old type wrench. There is a certain amount of tension on the locks of the hopper and. when re leased the wrench flew around, striking the man and causing injury, but with the right kind of equipment to open this hopper this accident would never have occurred. At some quarries considerable stone is being moved by motor trucks and in many cases it Is necessary for these trucks to drive under the bins where the railroad cars are loaded and where the dinky locomo tive travels back and forth moving this railroad equipment. In these particular cases the operators should use extreme caution to prevent damage to the trucks of injury to the driver. Here is a case where a car being spotted for loading got away and crashed into a truck while being loaded underneath the bins. In the truck driver's endeavor to get away he was pinned, between the truck and the railroad car and killed. With a little more care this accident could have been prevented. Most accidents are preventable and generally your investigating com mittee will report that had proper precaution been taken the accident could have been averted. It is not natural that we practice conserva tiveness with human life as the risk, but instead the primary factor to hazard is carelessness and neglect. ADJOURNMENT Joint Meeting of Chemical and Rubber Sections September 29, 1925 A. 1_. WATSON, Chairman, Chemical Section Personnel Director, Hooker Electrochemical Company, Niagara Falls, N. V. E. I-- HEWITT, Chairman, Rubber Section Manager, Providence Safety Council, Providence, R. I. HE MEETING convened at 10:15 o'clock at the Statler Hotel, Cleve Xland. Ohio, A. L. Watson presiding. Chairman Watson: It Is a pleasure to welcome you to this Joint Meeting of the Chemical and Rubber Sections. Perhaps most of you are familiar with the fact that three years ago at the National Safety Con gress in Detroit, following the presentation of a paper on the subject of "Benzol Poisoning," and discussion which followed it, the Chemical Sec tion determined to have a thorough investigation made into this very important subject. n The Committee, which is headed by Professor C. E. A.. Winslow of Yale University, has been working now for something over two years, doing re search work throughout the country and in the laboratories, in order to determine in what manners benzol migbt be used safely. The two reports of this Committee were submitted, one last year at Louisville and one the preceding year at Buffalo, and the third report is to be presented this morning. Professor Winslow being present to present it. THIRD PROGRESS REPORT OP THE SUB-COMMITTEE ON BENZOIt OP THE COMMITTEE ON INDUSTRIAL POISONS, NATIONAL SAFETY COUNCIL, CHEMICAL SECTION History of the Investigation The sub-committee on benzol of the Committee on Industrial Poisons was appointed in the spring of 1923 to study and report on the health problems involved in the use of benzol in industry. This action was 281 1 282 Fourteenth Safety Congress taken as a result of a vigorous discussion of the problem of benzol poison ing which had occurred at the eleventh annual meeting of the National Safety Council (1922); and at the twelfth meeting held in October, 1923, the benzol committee rendered its first report. This report presented a general discussion of the problem of benzol poisoning in industry, based largely on the replies received by the com mittee to a questionnaire sent to 324 industrial establishments in those industries which were thought to be using benzol. To the 324 question naires sent out the committee received 140 replies, indicating that 84 of the organizations in question made use of benzol while 56 did not. The analysis of these returns indicated to the committee that the firms canvassed had experienced some 15 cases of poisoning. The committee made tentative recommendations regarding precautionary measures suit able for reducing the hazard of benzol poisoning, but was of the feeling that the problem required further study. During the year 1924 it was possible, through the courtesy of the Hood Rubber Company, the Massachusetts State Department of Labor and Industry, and the U. S. Public Health Service and with the generous financial assistance of the National Bureau of Casualty and Surety Under writers. to carry the work forward on a more intensive scale. The latter bureau generously- contributed the sum of $5,000, of which $1,500 was expended during the year 1924. A second progress report was made at the Louisville convention in the fall of that year. In the second year of our work we conducted detailed studies of the benzol content of the air of various factories in which benzol was used (by methods perfected by the technical assistants of the committee) and took case histories and made blood tests of the workers to deter mine the extent to which the operatives exposed to benzol fumes, under various operating conditions, were unfavorably affected thereby. After visiting 78 plants, using benzol in greater or lesser quantity, 14 of them were selected as specially suitable for further study. We found it possible, by the use of the carbon absorption method, to determine the amount of benzol and other solvent vapors in workroom air with an accuracy sufficient for practical field purposes and we recorded values ranging from 28 to 4,140 parts per million. The variations in benzol content which occur from time to time are, in summer at least, so great as to militate Seriously against the inter pretation of any but a large number of such tests; but as a rule we found values of less than 200 parts where an efficient system of local exhaust ventilation was at work. Out of a group of workers, exposed more or less continuously to benzol fumes in varying concentration, 13 showed a white blood cell count so low as to be strikingly suggestive of chronic benzol poisoning, indicating that besides the obvious clinical cases there exists in indus try a considerable amount of mild undetected poisoning of this type. As a result of the studies of this second season the committee reported: "We are inclined, therefore, to urge again even more strongly than last Chemical and Rubber Section 283 year that benzol vapors should be carefully and completely removed from the workroom at their point of origin." In this second progress report tlie committee reiterated the necessity for observing the stringent precautions suggested in 1923; but was inclined to believe that with adequate local ventilation the use of benzol might be so safeguarded as to be free from serious danger to the worker. The committee felt strongly, however, that this tentative conclusion, based only upon summer conditions, needed much more exhaustive study in order to be substantiated. The balance of $3,500 pledged by the National Bureau of Casualty and Surety Underwriters was generously made avail able for a final and complete investigation of the whole problem of benzol and related solvents. This work has now been completed, with the exception of certain laboratory experiments which must continue till the close of the calendar year. The sub-committee is prepared, however, as a result of its field studies conducted by Dr. Leonard Greenburg, whose services have been generously donated by the U. S. Public Health Serv ice, to arrive at quite definite conclusions with regard to the hazards of benzol in industry,--although these conclusions must unfortunately be much less favorable than was hoped from our preliminary field tests of .a year ago. Our laboratory studies on the higher homologues of the benzene series have also progressed to such a point that we can indicate with reasonable certainty that these substances are almost free from the grave hazards involved in the use of benzol itself. From a practical standpoint, therefore, the report here presented is essentially a final one, although a much more extended survey of the entire investigation with reviews of literature and the full data of the completed laboratory investigation, will be presented to the Council for publication in pam phlet form shortly after the close of the calendar year. Benzol As An Industrial Hazard A year ago we reported that during the first two years of our study we had obtained data in regard to 15 deaths and S3 other non-fatal cases of poisoning, occurring in 24 different plants. During the present year we have made no attempt at a systematic canvass of new cases. At least seven fatal cases (including both acute and chronic types) have, however, been brought to the attention of the committee as occurring during the first nine months of 1925, indicating how grave the problem is. The Use of Benzol in Enclosed Systems In considering the practical problem of the use of benzol in industry it is important to remember that two very distinct types of. processes are involved. In such industries as (a) the distillation of coal and coal tar in the production of benzol,' (b) the blending of motor fuels, and (c) the chemical industries, including oil extraction, dye and dye intermedi ates, manufacture of paints, varnishes and stains, and of paints and var nish removers, benzol is used in large quantities, but the very nautre 284 Fourteenth Safety (J-ongress of the industry demands that it be kept in a closed pipe line system, any openings representing a loss of valuable vapors, making the system an inefficient one with a correspondingly large financial loss. In this group of plants chronic benzol poisoning may be expected to play but a minor role, the hazard consisting in acute cases due to carelessness in the cleaning of tanks, breaks in the piping system or similar accidents. A. very small proportion of our non-fatal cases and but 5 out of a total of 22 fatal cases have occurred in industries of this type. With regard to this first class of process it seems certain that with proper care in construction, maintenance and operation the use of benzol can be made sufficiently safe to warrant its employment. It is true that fatal accidents have occurred and will no doubt continue to occur in such processes, just as such accidents occur from the use of steam boil ers. The danger is, however, in both cases a controllable one. to be met by careful attention to safety provisions and not by the abandon ment of the substance in question. To this phase of the subject we have therefore devoted but little special attention. The Use of Benzol Otherwise Than in Enclosed Systems In a second group of processes represented by the use of benzol (a) in the rubber industry, (b) in artificial leather manufacture, (c) in sani tary can manufacture, (d) in dry cleaning, (e) in the use of paints, varnishes and stains and paint and varnish removers, benzol is employed chiefly as a solvent or a vehicle and as a part of the process it must he removed so as to leave the originally dissolved substances in place. The method of removal of the benzol is usually to permit it to evaporate; in most cases this is done in the cold, in some, however, the compound may be warmed, a procedure which naturally removes the benzol with greater rapidity. The vapors arising when benzol is thus permitted to evaporate in the workroom atmosphere constitute the principal cause of chronic benzol poisoning. It is chiefly in plants of this type that we have carried on our studies. The safety of the worlcef,-in processes, such as those listed above, must depend chiefly on the extent to which it is possible to insure the removal of the toxic fumes. _ Our earlier studies have shown that such protection can best be secured, if at all, by adequate local ventilation. The crux of the whole question is whether such systems oC local exhaust ventilation are really able to maintain good atmospheric conditions under the circumstances of actual factory practice. Our studies of a year ago suggested that they might well be able to do so; but before reaching final conclusions it seemed essential to determine for a larger series of plants and during the winter season, when all ventilation problems are most acute. (1) what atmospheric concentration of benzol are actually present in the air of factories of various types, with and without ventila tion devices; and (2) what proportion of benzol poisoning is associated with various concentrations of benzol in the air. Chemical and Rubber Section 285 Concentration of Benzol in the Air of Workrooms Studied The results of our studies (those of 1924 and 1925 combined) on the extent of atmospheric pollution in workroom air are presented in Table I. They cover 18 different workrooms which are fairly repesentative of the various processes in which benzol is used in the rubber, patent leather, and artificial leather industries, in wire insulating; dry cleaning and sanitary can manufacture. Of the 18 workrooms 9 were provided with no artificial ventilation, 4 were equipped with local exhaust ventila tion, 2 with general room ventilation, 1 with both local exhaust and general ventilation and. 2 with what amounted practically to an enclosed process. In two instances (Room 27A and Room 75B) but one determina tion was made in each workroom in summer. The other summer aver ages are generally based on two or three determinations. Summer rec ords in Room 75A and In Plants 83 and 150,--as well as all the winter records,--are based on the-average of 10-20 determinations. It should be pointed out that the absorption method used by us for the determination of benzol fails to distinguish between benzol and other solvent vapors, such as alcohol, methyl acetone, ethyl acetate and the like. For the purpose of studying the efficiency of ventilation the total concentration of solvent vapors is entirely satisfactory; and we have indicated in the last column of the table whether such other vapors were present in addition to benzol. Our figures for solvent vapors are, how ever, all computed in terms of benzol. It will be noted that a wide variation in concentration of solvent vapors was observed, ranging from 0 to 4,140 parts of benzol per millioi parts of air. In six instances we have comparable data for winter am summer conditions. In rooms 59, 61A, 75A, 78A and 91 the winte: figures are from 25 to 100 per cent higher than those obtained in sum mer, as one might naturally expect from the effect of decreased ventila tion. In the case of Room 61B the summer figures are higher than th winter figures because a hot mixing process which was going on whet the summer samples were taken, bad been abandoned in the winter. A better idea of the significance of our results jnay be obtained b reference to Table II in which the average results of our air analyses ar grouped according to the amount of solvent used and the character c the ventilation devices installed. Group 1 includes seven workrooms, each using 300 gallons of benz< a week or less,--one, 2713, provided with a system of general ventilatioi --the rest with no artificial ventilation at all. In spite of the sma amount of solvent used the concentration of benzol vapors in the air wa very high in the case of Room 27B. Slickering of hides was the proces carried ont in this room and the ventilation consisted only of genen exhaust fans without hoods. This result (coupled with the data f< Room 95 below) confirms the opinion that this type of ventilation is di tinctly unreliable. In the other six workrooms of this group there we no provision for artificial ventilation. In spite of this fact the benz> 2$e, TABLE I Fourteenth Safety Congress MHOHHi-tOOHHHOCtOeOHC) <> P4 04 CO i-f NHOMOhAIOCOHO ^ tH 5W2cc^sM*ita*toflOvOfl<>OOcHortlOt-lOtr--QcO-- CO-- O0C7H3 OtPirOr u) HH S : : :*-< H--t--1--f* H--f--1--H4- : : i : i ! I t t loop ipoo :o 1 to ! : 1 : l :ooh } ; 'Hit* i**rt>aco ; i c<ih : ooo : soocooo^ooooooo ooo : :o oooo ooooo rtont--m< QO :: stooH^HOHowto^eoci 04 ooo : :ooooooooo <s><ro oco> who : siotdeg veoot-^<(Moooc>o CM r< t-* SririHe<5HH CQCDHOO H ooo c=>o o<o>c>oooo c=>eo.<=>o OOOPOlOPOOOPUSIOOifiiOOiO 04 CM 04 U0P40lO4 C4 WMN*<"N*< t-NO^^WOr-< H *_! 00OJH0000JHiJ00JOJ0 ss> O Room No. sn 02 ZJ CoJ i- Gallons Benzol Used Per Week Concentration of Solvent Vapors P. P. ni. .Summer Winter Aver. Max.! Min. Aver. t y. CTj Min. Blood Findings Solvent Vapors Other Than Benzol Present No. Persons Examined No. Positive <JPQ : ; :ooo :ooo to : $<=> t : : :: :ooooo :u l so : : i i 5 iQ^rw : -r 6q ^ t co z i ; i ! :ooo :ooo :o ; so t s f : : :oh ihoow so l r : : : : sio^w ;<mw3co ; hho : shh i tI : : : 2 S^OtOOOCOOUSOOiH^M^OO :: rH paintingCore .............................. Cement mixing...................... Sheltering................................' Coating........................ Mixing......................... Tire malting................. Cement mixing...............: Insulating wire......................... Compound mixing.................. Coating............................................... Compound mixing......... Lining................................................... Compound mixing.................. Cement mixing......................... - .......Lining................................................. Dry cleaning...... Coating............................................... Cementing...................................... : xf : : t . r-i 04 eo c<a s :: 1 i ^general room ventilation; L=local exhaust ventilation; E=onclosed process. : zoo : : : ; I4 : : : -Jjm Chemical and. Rubber Section 2S7 concentration in the air of 5 of the rooms (150B, 60, 27A, 59 and 6LA) was fairly low, in summer; but of those examined, in winter (59 and 61A) both showed over 200 p.p.m. of solvent vapors. Ixl rooms 60, 27A and 61B the operation was a mixing process in which the extent of atmospheric contamination would naturally be less than in the case of cementing (150B), tire making (59), and insulating wire' (61A). All that we can deduce from these figures is that while the use of small amounts of benzol without ventilation may happen often to be associated with low benzol concentration to the air, such processes, even when confined to TABLE II Atmospheric Concentration of Solvent Vapors in Relation to Amount of Solvent Used and Ventilation Procedures Group I Small amount of benzol used; no local ventilation Work room 150 B 60 27 A 27 B 59 61 A 61 B Gallons Benzol Used Per Week 50 60 200 200 250 300 300 Ventilation Xone None Xone General Xone Xone Xone Average Solvent Va pors In Air (p.p.m.) Summer Winter 100 150 110 700 150 130 1,360 _____ . r __________ 210 210 580 II Large amount of benzol used; local ventilation III Large amount of benzol used: no local ventilation 91 78 A 150 A 50 A 50 B 75 B 75 A 95 78 B 23 83 450 750 1,000 2,500 2,500 4,200 4,200 500 750 4,200 10,000 Local Local Local Local Enclosed Enclosed General and local General Xone Xone Xone ISO 70 90 , ............ 100 130 1.800 340 220 620 400 90 _ _____ 500 430 330 __ _______ r , mixing, may at other times, particularly In winter, show marked atmos pheric contamination. Group 2 is of particular interest. Here are seven workrooms usinf from 450 to 4,200 gallons of benzol per week, all provided with system! of local ventilation (or in the case of Rooms BOB and 75B with wba were practically enclosed processes). Room 91 (in a sanitary can plant; showed high benzol figures even in summer. This room had a goo< tocal exhaust from the ovens but tbe temperature of the ovens was to< Vw for the speed at-which the can ends passed through, so that th< warm metal still gave off much benzol vapor when it emerged. Thes< hot can ends were permitted to accumulate in large numbers In th room and it is largely to this cause that we attribute the high benza concentration noted in the air. Room 75A was fairly low in benzol cor tent in summer (130 p.p.m), but high in winter (330 p.p.m.). This is . coating room with an exhaust ventilation system which our observe 288 Fourteenth Safety Congress reported to be improperly arranged and in which the air was subject to additional pollution from the coated cloth which was allowed to cool in the room after passage through a hot chamber. Rooms 50A and SOB were examined only in winter and showed high benzol contents (500 and 430 p.'p.m.). In Room 50A four machines for coating artificial leather were provided with exhausts, while a fifth was not. In Room BOB benzol was used in supposedly enclosed mixers but maintenance was poor and much solvent was allowed to evaporate from open receptacles. Room 150A was a rubber coating room with local ventilation but so operated as to threaten considerable atmospheric contamination; and Room 75B was a mixing room in an artificial leather factory. Both showed low benzol concentrations in summer but were unfortunately not studied in winter. Finally, Room 78A was a lining room in a sanitary can factory with excellent local exhaust ventilation, in which summer analyses gave an average of 70 p.p.m. of benzol and winter analyses (eighteen in number) an average of 90 p.p.m. These last three plants, and particularly 78A, show what excellent results may occasionally be accomplished by local ventilation in the use of benzol. Finally, in Group 3 we have a group of four plants using 500-10,000 gallons of benzol a week without local ventilation. Room 95, a dry clean ing room, with general ventilation only, showed the highest average (1,800 p.p.m.) and the highest maximum (4,140 p.p.m.) benzol content revealed in our entire study. In all the other three cases the atmospheric contamination was also high, even though two of the rooms (78B and S3) were only used for Jinixing processes. In general, we may conclude from these studies of workroom air that rooms in which benzol is evaporated into the air without local exhaust ventilation will in most cases show high concentration of the fumes in the air of the rooms. Where the amount of benzol used was small this was sometimes not apparent in our analyses (Rooms 150B, 60 and 27A) ; hut in Room 60 only two analyses were made and in 27A only one (both mixing processes). With ideal local exhaust ventilation on the other hand even large quantities of benzol can be used without heavy atmospheric contamina tion (78A, lining, 150A coating, and 75B mixing). Chronic Poisoning of the Workers as Evidenced by Blood Examination Our aim in the study of the last two years was to determine by med ical examination of the workers the extent to which chronic benzol poisoning would be found associated with various ventilation conditions and with various concentrations of benzol In the atmosphere. Fortu nately, we have, in the examination of the blood cells, a reasonably simple test which, as pointed out in our last report, gives strong pre sumptive evidence of the existence of the conditions sought for. In 1924 we made 84 such tests but 56 of them were made upon work ers who, though employed in plants using benzol, were not themselves exposed to a degree which would lead one to expect other than nega- Chemical an<L Rubber Section 289 live results. It is unnecessary to recapitulate the evidence advanced last year in regard to the counts of red and white cells made in this preliminary study. We need only state that our data tend to confirm the conclusion that a deviation of 25 per cent below the normal value of 7,500 white cells per cubic millimeter of blood may be taken as presump tive evidence of benzol poisoning in the absence of other obvious causes; and on this assumption we may proceed to analyze the combined 1924 and 1925 results, so far as they concern the workers potentially exposed to the fumes of benzol. In Table III is presented a summary of these findings for the 18 work rooms studied, arranged in groups according to the amount of benzol used, the ventilation equipment and the analytical results obtained. In making a presumptive diagnosis on the basis of our blood exami nations we have considered positive only cases showing less than 5,50( white cells per cubic millimeter (as compared with a normal value of 7.500-10,000) except In a single instance (Room 1508) where a female cement worker with a border line white cell count of 5,800 was con sidered positive because of an exceedingly low red cell count (2,800,00< red cells per cubic millimeter, hemoglobin 49 per cent of normal). Man: other individuals examined showed white cell counts between 5,500 an< 6,000 which would ordinarily be considered as suspicions but we have omitted them and considered as positive only the clearly outstandini cases. From Table IV below it will be seen that lO out of the 26 cases con TABLE III Summary of Blood Findings on Examination of Workers Potentially Exposed t Benzol Group Boom IA Small amount of benzol ------- N'o local ventilation----------------- Low benzol content in air... 1 ft ~ .......... Small amount of benzol------ No local ventilation......... . High benzol content in air. 11 _-v .........................................: Large amount of benzol------Local ventilation ......................... Low benzol content in air... II B ----------------------------- -- Large amount of benzol------- Local ventilation..................... High benzol content In air. Ill ....... .........-...................... Large amount of benzol------- N'o local ventilation . High benzol content in air. 150 B 60 27 A ........ 27 B 59 61 A. 61 B 78 A 150 A 75 B 91 50 B 50 A 75 A 78 B 23 83 Bo Local Ventilation ___ ----- .... -- -- -- ~b~ + .... 44- 44-- -- -- -- Average Benzol Blood Findings in Air p.p.rru No. Peri sons Ex No. Summer Winter amined Positlv 100 150 110 _____ 700 150 130 1,360 70 90 100 ____ 180 _____ ......... 130 340 620 1.800 ____ ____ - ____ 210 210 580 90 - , .-____ 400 430 500 330 T--_-- 9 .1 3 __ 2 9 12 1 0 1 3 5 3 4 10 X 6 9 3 2 O 1 __ 0 1 6 1 .... 1 1 0* 1 1 1 o 2 6 2 Total____ 81 26 *3 clinical cases, 1 fatal, since tests were made. 290 Mfourieemn- oujvi i/ %^<Lrnyr &.>& stdered positive had a white cell count below 4000. The red count, as reported last year, we find less strikingly reduced than the white cell count, only 10 of our cases being below a normal average of 4 million. This is, of course, to be expected since the red count is usually affected considerably later than the white count in the development of chronic benzol poisoning. In the early stages of this disease an abnormal stimulation of red cell production may indeed sometimes be noted. Table IV. Distribution of Blood Counts in 25 Individuals Considered as Presumptive Cases of . Benzol Poisoning. White ceil counts Under 2000 No. cases "1 Red cell counts Under 1 million No. cases I1 2-3000 2 1-2 m. 3 3-4000 4-5000 T 7 2r3 m. 3-4 m. 4-5 m. 15 10 5-6000 9 5-6 m. 6 In general, the results of this clinical study, as indicated in Table III, are distinctly disconcerting. In Group 1A, which includes plants using small amounts of benzol and showing reasonably low concentrations of benzol in the air in summer--although lacking- any provision for local exhaust ventilation--3 out of 12 men examined showed the blood picture of chronic benzol poisoning. In Group IB, which includes rooms with small amounts of benzol in use but without local exhaust ventilation and showing high benzol concentration in the air, 8 out of 24 men ex amined gave positive results. In Group II-B, with large amounts of benzol in use, and with local ventilation systems proved inefficient by high analytical results, 3 men out of 22 gave a blood picture characteristic of benzol poisoning: while in Group III, where large amounts of benzol were used without exhaust ventilation and with high contamination of the air, 10 out of 19 workersgave positive results. There remains for special consideration Group II-A which should furnish the crucial test of the benzol hazard under the most favorable possible conditions. Here large amounts of benzol were used, but with local exhaust systems so efficient that ' our records show averages of 105 p.p.m. or less. It is most- unfortunate that we were unable, after repeated efforts, to secure permission to make blood examinations In Room 7SA (a sanitary can factory). In Room 150A (a coating room) there was only one worker exposed to the fumes. He was positive with a white count which fell progressively from 9300 in October, 1924 to 5500 in May, 1925 and to 4700_in July, 1925. His red count remained over 4 million. In Room 75B three men were exposed to benzol fumes (only 105 p.p.m. of benzol in the air, as a result of excellent exhaust ventila tion); but one of the three proved positive with a white cell count of 4250 and a red count of 4,260,000. Even with exhaust ventilation of a good type giving average atmospheric benzol concentrations of less than 100 parts per million, the hazard from the use of benzol is evidently not Chemical and Rubber Section entirely removed. Furthermore, our studies indicate that such excel systems of ventilation are rare. Under the conditions in which be is actually used in industry today we have found that out of a tota SI exposed workers examined- 26 showed a blood picture so characteri as strongly to suggest benzol poisoning. We are forced to conclude the use of benzol (except in enclosed mechanical systems) even when workers are protected by the most complete and effective systems of haust ventilation keeping the average concentration of benzol in workroom air below 100 parts per million; involves a substantial haz We would urge the desirability of discovering harmless substitutes benzol for use in any process where this is feasable. Where this cannc done the worker exposed to benzol fumes should be safeguarded so as possible by the Installation of the best possible exhaust system an systematic monthly medical examinations with a view to the detectic incipient benzol poisoning at the earlest possble moment. A Study of the Toxicity of the Homoioguea of Benzene All the field studies included in this report have been concerned the practical use of that member of the benzol series which boil 80 degrees C. (properly known as benzene, Cu H6). It must he rememt that there are a large number of so-called commercial benzols, son which contain benzene and some of which do not. In order to d mine whether .the homologues of benzene are also toxic a study was i of toluene, the xylenes and of a mixture of those homologues boiling a the xylene but mostly below 200 degrees C., commercially know Hiflash naphtha. For comparison, pure benzene was also used in tests. These, laboratory investigations now being carried on in the la torles of the Yale Medical School by Dr. J. J. Batchelor, involve firs vestigation of the action npon animals of these several substances injected into the tissues and body cavities, and, second, inhalation e iments. The injection studies are practically completed and can t ported at this time. The inhalation experiments are to be carrie during the next three months. In all this work adult rats have been used for experimental pur; After preliminary studies of the normal variation in blood cell characteristic of these animals they were injected, either subcutane or intra-peritoneally, with the solvents in question and the effec served by blood counts as well as by notes on the general healtl behavior of the animals and the pathological changes involved. The method of intra-peritoneal injection involves sudden exposu a. relatively intense effect of the injected substance. With benz< animals receiving as little as -5 c. c. per kilogram of body weight*, si marked symptoms of a definite toxic action exerted primarily upo central nervous system, manifested by tremors, twitchings, lo equilibrium, lack of response to stimulation, and extreme wea! Our rats weighed 200-300 grams. jt irtir(eexi't oc// ery-u irnymas With doses in excess of 1 C-C. per kilogram of body weight the tempera ture of animal dropped from 3 degrees to 8 degrees below normal. At times paralysis of the extremities was practically complete. The animals always recovered from doses up to 1.75 c. c. but 2 c. c. per kilogram of body weight proved fatal. It is of special interest to note that in the animals which recovered neither the white nor the red blood cell counts were materially affected. This is in accord with conclusions from the clinical study of human cases which indicates that acute and chronic benzol poisoning, are quite distinct phenomena and that acute benzol poisoning which is due to violent irritation of the nerve centers and consequent asphyxiation, fails entirely to produce, the effect upon the cell content of the blood which is characteristic of chronic poisoning. The other three solvents studied, xylol, toluol and Hiflash naphtha when injected intra-peritoneally, showed a wholly different picture. Xylol up to 1 c. e_. toluol np to 1 c. c. and Hiflash naphtha up to .5 c. c. per kilogram of body weight produced no symptoms whatever. -In larger amounts all these three substances produced deranged equilibrium and weakness, culminating in loss of power of movement and ultimately In complete narcosis with fall in temperature; but the effect here was totally lacking in the symptoms of toxic stimulation of the nervous cen ters and was of the nature of a narcosis, rather than of a nerve-irritant. In view of the fact that the present study was concerned mainly with " chronic poisoning, we have laid chief stress upon our subcutaneous injec tions. Here, doses of 1 c. c. per kilogram were injected under the skin of the abdomen or back (mixed with equal parts of olive oil to decrease local irritation and delay the rate of absorption). Injections were re peated daily for a period of four to 22 days. This mode of treatment leads to a gradual absorption of the injected substance, entirely compara ble with what occurs in human cases of chronic industrial poisoning. This treatment caused obvious constitutional symptoms manifest in weak ness and emaciation in the case or benzol, but produced no general effect whatever in the case of the three other solvents. The influence of the injections upon the blood cells of the experimental animals was observed by blood counts, made dally at first and later after two or three day intervals, and the general results so far as benzol is concerned are summarized in Table V. The first five animals which received from 4 to 8 daily injections showed a loss in weight of 10 to 23 per cent and the tremendous reduction in white blood count of 77-98 per cent, indicating an almost complete destruction of the white cell content of the blood. This condition reached its climax on the third to the ninth day after injections began. In the case of the second five animals which received 17 to 21 injections, symptoms were naturally still more severe. The weight fell off by 27 to 47 per cent. The white blood cell count fell to less than 10 per cent of Its normal value and the red cell count decreased by 27 to. 52 per cent. Five of the rats were antopsied and showed very definite injury to the bone marrow, the spleen and the lymph glands (all organs which take ' Chemical and Rubber Secti&n 291 part in the formation of blood cells.) The liver showed signs of foca necrosis and the kidneys indications of nephritis. We have here a very clear picture of chronic benzol poisoning? of s severe type. TABLE V Experimental studies of the effects of repeated subcutaneous injections of benzc upon rats (Each injection 1 c.c. per kilogram of body weight) Rat No. In jections 1 2 a 4_ 5 ___ 1B 2B ZB. 4B . 5B Average _ ___ ____t1__r.-(.,r,,,,. _ ............... __- ___ - ---------------------- ______.-. .. ____________ _______ .. . 4 S 7 3 4 17 21 21 21 21 13 Loss in Weight % 10 19 23 13 17 47 35 27 38 38 27 White Day on Cell Which Count % Minimum Reduction Appeared 77 4 98 as 97 95 3 92 4 99 10 90 10 94 10 93 8 99 7 92 -- Red Cel Count 9! Reductio __ _ _ 27 47 35 50 52 42 The result of our subcutaneous injections of xylol, toluol and Hiflasl naptha (see Table ~VT) was in marked contrast with that obtained b: the use of benzol. With injections of the same strength (1 c. c. pei kilogram of body weight), continued for 7 to 23 days, the rats showei no effect whatever upon the white blood count. The average reduetioi of 4 per cent in weight indicated for toluol and of 6 per cent for Hiflasl naphtha showed no significant changes in red blood cell count, while xylo to repeated injections of any foreign substance. Toluol and Hiflasl naptha showed no significant changes in red blood cell count, while xylo showed a reduction of 10 per cent which may or may not Indicate i slight toxic action. It may be noted that of the 10 animals which re received injections of xylol, 5 were given a double dose each day (2 c. c per kilogram of body weight). The 5 receiving -1 c. c. showed a re< blood cell reduction of 7 per cent; the five receiving 2 c. c. a reduction o 12 per cent. Autopsies of 3 animals treated with xylol, 3 treated with toluol an< 3 treated with Hiflash naptha revealed none of the specific signs of in jury to the blood-forming organs characteristic of benzol poisoning. Thi liver and kidney showed only such slight focal necroses In the liver am such signs of renal irritation as would be incident to the eliminatioi of any foreign agent. We plan during the coming months to determine the relative toxicit; of benzol, toluol, xylol and Hiflash napbtha when present in various con centrations in the air inhaled by experimental animals. It can scarce!' be doubted, however, in view of the injection results here reported, tba xylol, toluol and Hiflash naptha will prove to be relatively free of tht specific affinity for the central nervous system and the blood-fofmlnj 294 Fourteenth Safety Congress organs characteristic of benzol. It this tentative conclusion is con firmed by our inhalation experiments, the serious attention of manufac turers now using benzol should be given to the possibility of substituting TABLE VI Experimental Studies of the Comparative Toxicity of Benzol, Toluol, Xylol and Hiflash Naphtha Successive daily injections of 1 c.e. per kilogram of body Weight. Average of 10 rats used with each solvent. Solvent Benzol --------------------------------- Toluol _______________ Xylol ------- --------- ------------- Hi flash naphtha __________ Average Number Injections 13 16 10* 12 Average Loss in Weight 27 4 1 6 Average Reduction in White Cell Count 92 0 0 0 Average Reduction in Red Cell Count 42 5 10 6 In half of these animals 2 c.c. of solvent per kilogram of body weight was used instead of 1: but the effects were the same except in so far as reduction In red cells was concerned. (See page 14.) one of these other or relatively harmless substances, wherever the conditions of a given manufacturing process make it possible to do so. THE USE OF CARBON-TETRACHLORIDE VS. CARBONBISULPHIDE IN INDUSTRY Emery R. Hayhurst, M.D., Ph.D., Columbus, Ohio It is stated that potassium cyanide or hydrocyanic acid will kill a chemist but not a florist. This phenomenon appears to be one of the factors to consider in the present discussion. Recognizing the growing importance in modern industrial practice of the use of poisons in the production of occupational diseases, public con trol has adopted three methods, viz.: regulation,'compensation and prohi bition. These methods are stated, I believe, in the order in which they are, and should be adopted. Regulation entails the removal from danger to as complete a degree as possible and includes protection of tbe worker by both his employer and his own intelligence, and the removal of sus ceptible persons from thejiazard. Compensation as a means of protection, is a round about method and certainly not efficient in practical experience in removing the hazard. _ Properly speaking our laws do , not recognize prohibition of the use of industrial poisons; tbe legislation against yellow phosphorus, for instance. Is one of confiscatory tax and not, as commonly supposed, one prohibiting the manufacture of matches made with yellow phosphorus. The subject of habituation to poisons and of the establishment of immunity enters also into this discussion. I think we can state a general rule: habituation to poisons of biological origin is both possible and actual as seen in the immunity established to certain diseases by "having" them, or by a gradual exposure to their toxins. These instances, however, have W7 Chemical and Rubber Section 295 little application to industrial experience. Next comes the question whether immunity can be created to poisons of organic nature, including those in the title of this paper. We may be misled at first when we recall that drug habitues may apparently establish an immunity to extraordinary amounts of morphine, cocaine, etc. Bio-chemists, however, and clinical practitioners know that this is not a true immunity but simply an in creased toleration at the expense of reserve capacities in the liver, spleen, etc., and that disaster invariably results. Hence we must not confuse this phenomenon of toleration with immunity or protection. In regard to inor ganic poisons there is practically no evidence of immunity or even tolera tion and in this respect the most dangerous of them, arsenic and phos phorus, are actually among the ones most easily handled physiologically by the body, as illustrated by the fact that each in minute quantities is used as a tonic and a building substance for the tissue cells. In summary, therefore, our philosophy does not countenance the idea of habituation in industry to either organic or inorganic poisons, while at the same time practical experience' shows the falsity of toleration, and, in the case of many poisons, the dire effects of accumulative action. industrial poisons are poisons because of behaviors in different ways. For instance, some of them act only at the point of contact or absorption, like hydrochloric acid; others act only within the body, as while floating in the blood stream, like carbon monoxide; while others act principally at. the places of elimination, such as mercury, carbon-tetrachloride,, and others. Again, we have some which may have a poisonous action at all three points, i. e., on entrance, while in the body or tissues, and at the places of elimination, such as benzol, carbon-bisulphide, anilin and others. The mystery of idiosyncracy - or peculiar susceptibility on the part of some persons to some poisons is quite unexplainable. Sometimes we can find that certain physical defects are a basis, such as obstruction in the nose, causing more direct breathing through the mouth and therefore more easy entrance of the poison into the lungs--or short-sightedness, causing the worker, to keep his nose and mouth closer to the point of origin of- the poison or dust, etc. Again, there is no doubt that many persons fail to take common sense precautions in the presence of poison, in which case we say their personal hygiene is at fault. After all, how ever, there is always a percentage who are more than usually sensitive to given poisons and, for that matter, to given foods, and, for these, the only present solution seems to be to separate them from the exposure. After this, the scientific method which may permit industry to continue with the use of poisons is to recognize that there is. a physiological ability on the part of the average normal person to handle or negotiate each of them to a limited extent, so that it becomes very necessary to know what concen trations can be borne with safety--both immediate safety and permanent safety. It becomes necessary to know, as the physiologist would, put it, the "threshold" or the amount of the substance in concentration and time which will just produce the symptoms and signs of poisoning. All amounts less than this can then be recognized as physiologically safe and, as yet. 29G Fourteenth Safety Congress there is no proof that even poisons with accumulative action like lead, carbon-bisulphide, benzol and others will mass up if this threshold amount is not surpassed in each day's exposure. However, this threshold may be surpassed oftentimes without symptoms and signs of so doing at the time, hence the necessity for knowing, by a chemists's control of the environment, that escaping poisons do not pass the threshold of physio logical safety. From this, the definite amounts of most of these poboes which are recognized as having accumulative action have been already determined; for instance, that for lead is authoritatively placed at octe milligram per day as swallowed in food or water, or two milligrams per day as inhaled in the form of dust or fumes. Where exposure to lead, therefore, does not exceed these amounts, we may say that the human body negotiates the poison successfully--Ingests it, passes it through the blood stream and out of the intestines, .liver and kidneys without srmounting the "threshold," so that no evidence of poisoning results. In a similar manner our pharmacologists and bio-chemists - have estab lished the threshold limits for practically all of the poisons now used is industry. The great problem is to get this information over to industrial managers and to securer the assistance of chemists and engineers Is keep!ns: the concentration of these poisons down below the threshold of poisoning. It is true that the threshold has not always been established for a given poison, like carbon-tetraehloride, in the form in which the danger occurs in industry; as I am unable to find definite information stating the threshold limit of breathing the fumes of this substance in small amounts over a long period of time, by man, without the production of symptoms of poisoning, but we may surmise it by understanding the actions of its near relatives. Certain Solvents Must Be Used In our Ohio survey of occupational diseases (1913-1915), we stated that the chief poisons employed in the rubber industry arranged in descending order of danger to users,: were: anilin oil, carbon-bisulphide, benzol, lead and antimony compounds, mineral acids, alkalis, benzine (naphtha, petrol, gasoline), wood alcohol,^sulphur chloride, carbon-tetrachloride, mercuric sulphide and turpentine. At this time we would put the organic acceler ator--hexamethylene tetramine--first, benzol second, lead third, and the balance about in the order given. Rubber chemists, from what I can learn, insist that they must use carbon-tetrachloride or benzol in some dipping operations and that it is quite impossible to dispense with some of the other solvents, so that they are especially interested in the relative dangers for guiding them into the least objectionable selections. There is also a difference in the question of big scale and small scale operations. From what I have observed small plants still use considerable amounts of the very dangerous carbonbisulphide, while larger plants, in the same operations, have often stopped its use entirely. Part of this is because of the great fire hazard with the extra insurance risk, but no inconsiderable feature is the danger to health. Chemical and. Rubber Section 297 In Akron, Ohio, the use of carbon-bisulphide is pretty well limited to the smaller plants and even here its use has no doubt decreased in recent Fears. At the same time its use in the viscose method of artificial silk making is gradually extending:, in the country. I have bad a special search made in our State Departmental records for reports of carbon-bisulphide and carbon-tetrachloride poisoning. Ten to twelve years ago we were able to find a doses cases or so of carbon- bisnlpMule poisoning, hut in the last five years there has not been reported a single case of either poisoning among 9^22 cases of occupational dis eases reported to the State Department of Health and, in the case of carbon-bisulphide, no instance of a claim for compensation on the- records of the Industrial Commission among the claims made foe occupa tional diseases between Angust 4, 1521, and Icae 3h BS5^ perfod oC nearly four years--likewise, there has been non*- reported tttftt summer (July and August). In regard to egrtos-fetmUterW. fSSmVm hue h us no report of a case of poisoning from this mtetams aamg SJft swipe tional diseases reported to the State Department Health, beglnnfeg May, 1513, and ending July Ji, 1925. since this unftcrttncn h aoe oa the compensation schedule, there is no definite evidence csBtcmhg it in the records of the Ohio Industrial Commission, hut I ant lmwifed by the Chief of the Claims Division, that the substance, carboumtHWhlorite. has prob ably never come to the attention of that Division for compensation claim. During the last four years, however, of compensation experience. som< fifty claims, more or less, for benzol poisoning have been filed, while the Health Department has some additional cases in its files. One of the common substitution products for carbon-bEsalphide is the mixture of carbon-tetrachloride and sulphur monocbloride^ The questior arises at once whether this combination may not yield carbon-bisulphide At my request the laboratory of the Ohio State Department of Healtl Investigated this question, combining varying amounts of the two sub stances, both in the cold and in heated mixtures, and determined that n< carbon-bisulphide was formed. On the other hand, particularly in th< heated mixtures, very irritant and indeed suffocative vapors were fount to arise, consisting apparently of sulphur dioxide, chlorine and hydro chloric acid, depending upon the amount of moisture and free aeratioi present--the exact identity of these by-product vapors not being asked fo nor determined. Hence, even though carbon-bisulphide does not resul from this admixture, irritant vapors arise. Still the natures of these ar such that they are self-protective, and workmen would not tolerate then --a result much preferable to exposure to carbon-bisulphide fumes whicl are, as you well know, easily respirable in dangerous amounts because c delayed and accumulative action. Carbon-Bisulphide I note that the British tend to call this substance "carbon-disulphide but I think our American practice prefers the terms "carbon-bisulphide A professor of chemistry recently informed me that he would not tal 2OS Fourteenth Safety Congress sides in. the question but preferred "bisulphide," and preferably spelled "bisulfide." -- It is not the purport of my paper to detail the various industrial uses of the compounds mentioned, and I refer the interested person to the usual text-books on industrial chemistry and, from our point of view, books on industrial health and hygiene, for a recitation of such uses. I would point out, however, that the French are said to use carbon- bisulphide on an enormous scale as a remedy against the phylloxera. or plant louse, which is scT destructive to their vineyards. Also literature shows that its industrial uses abroad have been attended with very much more poisoning than in America, principally because of the exposure of women and girls and youths--at least formerly--and without regard to common sense precautions. In Ohio where over 75,000 workers were employed in the rubber in dustry (1920), less than one-half per cent, or a few hundred workers, came in contact with carbon-bisulphide. Dr. Alice Hamilton states ("Industrial Poisons in the United States," p. 364) that In an investigation of 35 Amer ican rubber factories employing more than 100,000 persons, she had not found altogether 150 persons engaged in carbon-bisulpliide vulcanization. However, in the artificial silk, belt-making, shoe, disinfection and various rubber cementing industries^.and processes an unknown, but probbaly considerable total number of persons, is more or less exposed to this poison. Our book on "Industrial Health" (Kober and Hay hurst) and others In the field, discuss the particular processes in which the substance is used with hazard to health, and the characteristic symptoms.. Poisonings from carbon-bisulphide, I find, have entered very little into the literature since 1920 either in this country or abroad. Dr. Richard L. Cameron (New York Industrial Hygiene Bulletin, September, 1925) reports two chronic poison ings which occurred in 1923 at his plant in Buffalo with typical symp toms and slow recovery, but both were able to get back to work eventu ally in other positions^ This spring we had two cases unofficially re ported from an artificial silk company in Cleveland which may have been due to chronic carbon-bisulphide or possibly hydrogen sulphide poisoning. The diagnosis in these Cleveland cases was never definitely established while the employing company has now taken extensive measures to re duce any farther hazards so that the Cleveland Health Department, which has especially investigated the question, is inclined to believe that no more cases wiljL occur, irrespective of their exact nature. Dr. Hamilton gives an abstract account floe, cit., pp. 360-369) of the various cases, some fatal, which have been reported in the literature. Complete recovery has been the rule, but Dr. W. Gilman Thompson speaks of the liability to the production of a permanent dementia ("The Occupa tional Disease," p. 319 KT It is interesting to note that certain impurities in carbon-bisulphide may occur, such as sulphur _dioxide, sulphur and hydrogen sulphide, making it worth while from a health viewpoint to utilize the ordinary tests for these Chemical and Rubber Section 399 impurities in its commercial handling (see the United States Dispensatory for easy tests for impurities). As an impurity, CS,, also occurs to many of the other solvents. The Germans state that commercial benzol, with them, may contain from 16 to 60 per cent of CS^ (Hamilton, p. 454). ' I mentioned previously that some ten or twelve years ago a number of cases of carbon-bisulphide were brought to the attention of the State Department of Health ^.nd its investigators during a survey of occupa tional diseases which was being made in the state at that time (reported February 1, 1915). These complained of feeling "drunk/' whereupon fellow workers would take them into the open air (with little concern). Usually new men were the ones most afflicted. Two instances with para lytic attacks came to our notice at that time which may have been due to carbon-bisulphide poisoning. We have not intensively investigated the subject since, but, as r have stated, no instances of poisoning have ever been officially reported. Symptoms of Usual Industrial Cases Described The symptoms of the usual industrial cases of carbon-bisulphide poison ing are described by Dr. Cameron (loc. ctf.) which I abstract, briefly, as follows: Case X presented himself at the first-aid room complaining of loss of appetite, loss of weight, dizziness, mental depression, hallucinations and irritableness. /This man was an artificial silk worker and had been exposed to carbon-bisulphide for a trifEe over three months (January 5, 1923, to--April 10, 1923). In talking with this man he be came highly excitable, lost self-control entirely, kept crying and say ing that he had pains in his temporal regions and the nape of his neck and that he could not walk with certainty. He was 25 years old. fairly well developed and nourished, showed slight tremor of the tongue, swaying when his eyes were closed (Rhomberg sign) and all of his reflexes were exaggerated. The urine showed the least possible trace of albumin. There was no anemia but rather an increase in hemoglobin and, after a ten days' stay in the hospital, his symptoms, began to clear up after which he made an uneventful recovery and is at present employed at other work. Case Y presented^ himself at the dispensary complaining of weak ness in his legs and arms, with loss of weight and general depression, also that he would Jjecome irritable at home following his work-day period. He was 40 years of age, slender in build but wiry. He had been exposed to carbon-bisulphide for ten months during no part of which time had he presented himself at the first-aid room for treat ment of any kind. He was taken off of his job, sent home, kept under observation with symptomatic treatment until his mental state im proved, when he was sent to the hydrotherapy department for mas sage and stimulation of his affected parts. Blood and urine were negative except for an increase in the hemoglobin content. He is now working in another department. 300 Fourteenth Safety Congress The amount of carbon-bisulphide vapors which will produce poisoning through inhalation is given in the tentative report by your Industrial Foisons Committee, (Thirteenth Safety Congress Proceedings, p. 243) as 0.1 per cent, which figure is evidently taken from Dr. Thompson's book on "Occupational Diseases" (p. 316) where it is stated that a proportion of 0.5 to 1.0 of CS2 to 1,000 of air is toxic. This permissible amount, or let us say "threshold limit," strikes me as exceedingly high, for I have been used to placing the figure at a very few parts per million. I find that Lehmann (Kober and HV.'yhurst, "Industrial Health," p. 361), in 1897 and 1908, placed the figure at 1 part per million, which would produce mild symptoms, while 1% parts would produce severe symptoms. He states that as much as 2 to 3 parts per million have been found in work places. Dr. Alice Hamilton (los. cit., p. 361) gives Lehmann's figures, as reported in 1S94, with greater detail, but of the same magnitude. Personally, therefore, I have grave doubts that your committee's figures of 1/10 per cent or one part in 1,000, or 1,000 parts per million, where Lehmann talks of one part per million, should be accepted as safe, at least until further investigation on the subject is made. Fieldner. Katz and Kinney (Tech. Paper, 248, TJ. S. Bur. of Mines, 1921), show a chart made up from the literature, which gives the parts per million reported to be poisonous for CS,,, CC14, benzol and many others, but they have taken Thompson's figures for CS,, for man. -- The present tendency is to substitute carbon-bisulphide with carbontetrachloride and other substances in the rubber industry and such is freely discussed in the industrial health text-books on the subject (Alice Hamilton, p. 530; Kober and Hayhurst, pp. 366, 542; W. Gilman Thompson, p. 319). The "Bibliography on Benzol" prepared by your Benzol Commit tee (Twelfth Safety Congress Proceedings, pp. 213-219) contains numerous references to other poisonous solvents. Another excellent exposition on this subject of carbon-bisulphide poisoning is to be found in Special Bulletin No. 76 of the New York State Department of Labor, published in 1916, which also gives the British factory and workshop orders and regu lations concerning its safe handling. Carbon-Tetrachloride Carbon-tetrachloride has also' a wide use in industry as a solvent for rubber, gums, fats, etc. It has the great advantage of being non-inflam mable, but the disadvantage of being rather expensive. According to the paper by A. G. Smith, read before the Twelfth Safety Congress (Pro ceedings, p. 232), the mixture of 65 per cent carbon-tetrachloride with 35 per cent gasoline is- doubtfully subject to static sparks, is very slightly inflammable and appears to make a happy combination all round. In fact, carbon-tetrachloride has been recommended as a substitute for petro leum benzine by` Rambousek (Kober and Hayhurst, pp. 506, 542)-- dicblorethane having a like use. Rambousek regards it as less toxic than petroleum benzine, while it has been the natural substitute for carbonbisulphide for years. In/spite of its expense, it is extensively used in Chemical and. Rubber Section 301 Ohio in place of the. bisulphide. The old "acid" or "cold" cure in rubber districts in this vicinity has been, largely replaced, by the various substi tute solvents and vehicles, and there is no doubt that the use of carbonbisulphide as a vulcanizing agent could be practically dispensed with (Kober and Hayhurst, p. 366). As is well know, carbon-tetrachloride, under the name of "Carbona," is used as a cleaning agent for grease spots in clothing, etc., and, under the name of "JPyrene," is widely used as a fire extinguisher. In this latter connection Fieldner and others (Kober and Hayhurst, p. 388; Alice Ham ilton, p. 442) have pointed to the great danger of using it on fires in close quarters where dangerous amounts of carbon monoxide gas, phosgene, carbon dioxide, carbon-tetrachloride and hydrochloric acid may be devel oped, with dire results to any who may inhale the same. I wish to call attention to an additional use of carbon-tetrachloride which is becoming more and more extensive, although barely mentioned in our industrial hygiene books (Kober and Hayhurst, p. 157). About two years ago Dr. M. C. Hall introduced its use for the clearing out of hook-worms and other parasites from the bowel tract of human beings. In. this therapeuticcapacity it replaces thymol. There have been a number of fatalities reported from its use in this capacity, but these have not seemed to deter the application; for instance, Cristobal Manalang of the Philippine Health Service (Bulletin Vol. V., No. 2, February, 1925, pp. 49-55) states that 26,000 persons have been given treatment to date by the service in the Philippines, the dose being 1 c. c. for every 5% kilogram of weight, there fore amounting to approximately 12 c. c. for a 150-pound man--with occa sional symptoms of dizziness and vomiting. Bowel movements begin in about one-half hour. One dose only is customarily administered, usually early In the morning. Subsequent treatments are given at four to five day intervals, where ^examinations of the stools show that parasites have not been completely removed by previous administration. Dr. Manalang fails to say anything about instances of fatal consequences. However, he appears to be a strong advocate of the method for clearing up hook-worms and other intestinal parasites in the Philippines, You may be interested to know that aseptic surgeon's gloves may be formed directly on the hands by a solution of 4 per cent caoutchouc or India rubber with 0.4 per cent iodine, in full strength carbon tetra chloride. This gives a coating to the hands of the surgeon which is both sterile and impermeable. The vapors of carbon tetrachloride, art also used in medicine for inflammation of the eyes (conjunctivitis) ulceration of the cornea (or surface of the eye), photophobia (or un willingness, usually because of pain or discomfort, to face the light) as well as gastralgia (or stomach ache). It has also been used for drj shampoos since 1907 (London Lancet, June 22, 1907), hut it has als< been followed by fatal consequences as a hair wash or shampoo, tin first case being reported by Dr. "Willcox in London in 1909 which oc curred in a woman, (Alice Hamilton, 441; Kober and Hayhurst, p 576). It has also been used for cleaning skin around wounds. (Ma 302 Fourteenth Safety Congress Auliffe, Bull. Acad, de Med. Paris, 76, p. 180, Sept. 5, 1916), and as a delousing agent (M. II. Foster, Pub. Hlth. Reports, Vol. 33, p. 1823. Oct. 25, 1918). Certain impurities in carbon tetrachloride may have a health angle. These are chlorine, carbombisulphide and non-volatile' matter. There fore, as with carbon bisulphide, users should know whether or not they are dealing with the purified product. In the manufacture of carbon tetrachloride dangers exist from chlorine, carbon bisulphide, antimony chloride, and methyl chloride (Kober and Hayhurst, p. .631). It is my purpose in giving all of these various uses of carbon tetra chloride to show that it is not an overly dangerous poison even when ingested in fairly large amounts; also to show that the inhalation of its fumes alone have produced fatal consequences in short order in ap parently harmless operations such as shampooing the hair of the woman where, with the tresses hanging down, enough was apparently inhaled to result in sudden death. ^ Note Its Resemblance to Chloroform The point before us is whether carbon tetrachloride as used in in dustry is dangerous. First, we note Its resemblance to chloroform; CCl, vs. CIICl,. At once we find the toxicity of carbon tetrachloride in relation to that of chloroform is disputed. British experimenters claim that it is twice as toxic as chloroform while the Germans maintain that it is only one-half as toxic (Petersen, Plaines, and Webster, "Legal Medicine," 2nd ed., 1923, Vol. II. p. 794: Alice Hamilton, p. 441; Kober and Hayhurst, pp. 542, 576). In the discussion before this body (Pro ceedings, lh Safety Congress, pp. 222-23) regarding the use of CC14 in place of benzol as in cementing rubber shoe soles, Mr. Horan ap peared to favor it, but Dr. Sawyer said that he had had some rather drastic experiences with it where it was not possible to secure good ventilation, so much so that as a solvent it had to be changed, while Mr. C. E. Rice of the Dow Chemical Co., Midland, Mich., where it is manufactured, supported Dr. Sawyer's contentions and issued a warn ing regarding it. Lehmann, according to Hamilton (p. 442), in 1911, found that rabbits developed chronic poisoning and usually died on the third or fourth day from bronchitis and bronchial pneumonia after an (inhalation) exposure of 8 hours to 8 to 10 mg. The odor is very strong when the air contains more than 3 to 5 mg. in a liter. As much as 5 to 10 mgrtnay'be breathed for 6% to 8 hours with no more serious effect than dullness, torpor, and sleepliness. With 20 mg. animals show increased drowsiness and headache; with 40 rag,, nar cosis, preceded by sneezing, itching of the eyelids, salivation, loss of equilibrium and muscle twitching; with 60 mg., helplessness', but not complete loss of consciousness for several hours. It requires 80 mg. to get deep narcosis and 2401 mg. to cause death at the end of 2 hours. In 1912, Lehmann reported (see Fieldner, Katz and Kinney, loc. cii.). Chemical and Rubber Section 303 that 4,000 to 6,300 parts per million was the maximum amount for one hour's inhalation without serious symptoms, while Allison and Katch Ctoe. cit.y found its least detectable odor was 718 p.p.m. Frols in 1922, states that 15 mg. per liter induces narcosis, headache and vomiting in man. Being an excellent fat and lipoid solvent, it undoubtedly is easily ab sorbed through, the skin and, like other similar volatile solvents, may poison workers whose hands or skin are wet with it. Its toxic action is further brought out by Evarts Graham, who in 1915 (Jour. Exper. Med., Vol. XXII, p. 48) reports that it has a more marked effect on the liver than choloroform due to its greater content of the HC1 group. He also thinks that, whereas four molecules of HC1 can be obtained from^ CC1*, only 3 from CHC13 and only 2 from CH-C1=, the minimum fatal dose is smallest for CC1,, next for CHC1., and largest for CH:C1.. Alice Hamilton (p. 442) points out that poisoning by carbon-tetrachloride under certain conditions is usually poisoning by carbon oxy-chloride, or phosgene gas, similar to Fieldner and Katz's find ings with the use of.. Pyrene fire extinguishers in close quarters. Dr. Hamilton (p. 532) states that the German consider work done with mixtures of carbon tetrachloride dangerous enough to require that it be done under a glass cabinet furnished with an air exhaust. As to the chronic effects of carbon tetrachloride in rubber works, Alict Hamilton (p. 444) states that poisoning sometimes occurs though. sh< never found a case of very severe poisoning. Nausea, loss of appetite loss of weight, irritation of the eyes, nose and throat, and fnflamma tion of the skin of ^ the hands and forearms were the symptoms com plained of. .Von Jakseh. quotes Erben (Hamilton, p. 444) to the etfec that there are severe nervous disturbances. My farmer colleague. Dr E. B. Starr, considered that the burning sensations in the throat am eyes, occurring in millinery workers using a mixture of approximate! two-thirds carbon tetrachloride and one-third benzol as a solvent for a rubber cement, were signs pointing more to carbon tetrachloride than t benzol effects. Hejpxotes Lehmann to the effect that 3,980 parts pe million* of air, about 0.4 per cent, may be inhaled for about an hou without serious consequences. Practically, however, Starr says it i very difficult to tell what part poisoning by carbon tetrachloride takes i its various mixtures with other solvents and vehicles used for rubbe cements, vuleanzing, etc. (Jour. Ind. Hyg., Vol. V, p. 203, Sept. 1922). Phelps and Hu (Jour. A.M.A., Vol. 82, p. 1254, Apr. 19, 1924) descril the symptoms and Autopsies of two fatal cases of carbon tetrachloric poisoning and a series of animal experiments with the substance wh administered per mouth. The outstanding symptoms are also given t Petersen, Haines, and Websters (Zoc. cit., p. 652). It has a narcotic a tion similar to that of choloroform but in addition causes convulsioi and is said to be more injurious to the heart. Levassort (J.A.M./ Vol. 60, 1913, p. 1719) had a shampoo case which recovered, but wii long continued hebetude, or stupidity, but the substance on analysis w: 304 Fourteenth Safety Congress found to contain some carbon bisulphide. A writer in the British Med. Jour. (A.D.H., Vol. II, 1920, p. 497), reports anemia and jaundice as among: its manifestations. Post-Mortem Examinations Explain Symptoms Post mortem examinations easily explain the symptoms referred to. According to Phelps and Hu two cases which were given carbon tetra chloride for book:-worm treatment, one a negro child aged 5% years, and the other a man aged 46 years, developed toxic symptoms within 2 days, the child dying in 4 days and the man, in 40 hours. Extensive fatty degeneration and necrosis of the liver and suprarenal glands, and hemorraghic areas with ulcers in the small intestines were found. These findings are about the same as those occurring in chloroform poisoning. These authors believe that where death does not occur, regeneration, of liver cells takes place very rapidly, within 8 days, so that a late autopsy might fail to reveal the characteristic liver pathology, which fact has very likely mislead others to wrong conclusions. I- think, therefore, we are safe in assuming a close analogy to cboloroform poisoning such as that of delayed type, which may come on be tween 10 hours and 4 days after giving a chloroform anaesthetic. The symptoms also resemble phosphorus poisoning,--with jaundice, very acute gastritis, pulmonary edema, and heart failure. Chronic poison ing by chloroform .takes place in drug habitues and others who take it in whiffs for relief of pain. These suffer from digestive and nervous symptoms and finally get into a condition which cannot be distin guished from delirium tremens. Autopsies on such persons show, in earlier cases, redness of the throat and stomach, sometimes with ul ceration; and, in later cases, jaundice with fatty degeneration of the heart, liver, spleen, kidneys, and other vital organs. Apparently less amounts of chloroform tliaiT carbon tetrachloride may produce poisoning when administered per mouth, hut there is great individual variation. In view of all the evidence, therefore, let us handle carbon tetra chloride with all due precaution. I believe that practically the same precautions should be taken as though persons were working with ben zol, choloroform or carbon bisulphide. In other words, those with ill health, those who are ill-nourished, those with- anemia (hemoglobin un der 80 per cent) women, boys and girls, diabetics, and those with liver disorders, or showing acetone in the urine, should be precluded from exposure. I am inclined to agree with Chas. F. Horan who, in a communication to Mr. J. M. Sandel of the National Safety Council, Rubber Section, in January of this year, stated that the recommendations of the Benzol Committee (First Progress Report) with regard to ventilation of work ing premises are applicable to carbon tetrachloride but that carbon tetrachloride is preferable to any other rubber solvent used. These benzol recommendations are to be found in the Proceedings of the 12th Safety Congress on pp. 212-213 and are re-emphasized in the Com- Chemical and Rubber Section 305 mittee's Second Progress Report (see Proceedings of the 13th Safety Congress) on p. 277. I am also thoroughly in sympathy with the Idea expressed at your last meeting that the Benzol Committee broadens its activities to take into consideration other toxic solvents. *** This paper could not have been prepared without the able assistance of Chas. F. Horan and of the Library and Information Bureau of the !NT.S.C.; of certain Ohio public officials, namely Russell .D. Scott, Chief Chemist, Fred Berry, Chief of Laboratories, 'and Dr. D. J. Kindel, Chief of the ^Division of Industrial Hygiene, of the State Dept, of Health; H. L. Rebrassier, Chief of the Claims Division of the Dept, of Indus trial Relations; certain local health officials and especially the physi cians In the State of Ohio who have faithfully reported occupational diseases, for the past 12 years and made available the findings on over 5.000 cases. Summary and Conclusions 1. Immunity, habituation, and toleration to the types of poisons cus tomarily used In industry are not included in our philosophy for the safe handling of them. 2. Industrial poisons emphasize their actions differently, some at the portal of entry, some within the body, some at the points of elimina tion and some at two or more of these places,--hence we have for each a loci* minoris for their supervision. 3. The "threshold," or maximum amount for physiological negotia tion each day, has been fairly well established by biochemists and pharmacologists for each of the poisons used in industry,--again en abling the chemist and engineer to perfect control. 4. Certain solvents like carbon bisulphide, carbon tetrachloride, ben zol arid others must be used if industry is to exist and progress, and, where interchangeable, it is desirable to know which are the least dan gerous. 5. The use of carbonlbisulphide is resulting in much less frequent re ports of cases of poisoning, probably because of its decreasing use in the former processes in which, it was much used and the greater care * observed, especially in the newer operations. There is no evidence that this substance is formed by combining two of the common substitutes, viz., carbon tetrachloride and sulphur monochloride, but impurities must be watched for. 6. Recent textbooks on industrial hygiene discuss the disabilities due to these poisons and sum up the literature very fully. . Dr. Richard L. Cameron of Buffalo, describes tbe most recent cases of carbon bisul phide poisoning, while Dr. B. B. Starr and Dr. Alice Hamilton give the most recent descriptions of industrial carbon tetrachloride poisoning. 7. We fear that the Tentative Report of the Industrial Poisons Com mittee which places the allowable limit of one part of carbon bisulphide 306 Fourteenth Safety Congress to 1,000 of air is mucbT too high, as other investigators have placed it as low as one part in a million. S. Carbon tetrachloride has had rather wide use in medicine and is recognized as a toxic substance similar to chloroform, but inferences adaptable to industry would appear to show that it is muih the safer of the solvents discussed. The tentative recommendations suggested by the Benzol Committee for handling benzol would appear easily capable of preventing poisoning by carbon tetrachloride. 9. Symptoms of chronic poisoning by carbon tetrachloride in indus try have been reported, and point to the fact that ventilation must be given full attention where it is used. Since it is a lipoid solvent it should also be kept from wetting the hands or skin. 10. We have to thank numerous persons connected with industrial establishments and public offices for the opportunity of presenting ap parently worth-while statistics today and, most of all perhaps, the practicing physicians who are faithfully reporting as well as publish ing case reports of occupational diseases. Presides! Atjei. : Mr. Watson, having been called from the room, has asked me to take his. place. Our next speaker is Major-General Amos A. Fries, Chief of the Chemical Warfare Service of the United States Army. = WHAT THE CHEMICAla INDUSTRY OP THE COUNTRY MEANS TO THE CHEMICAL WARFARE SERVICE Major General Amos A. Fries, U. S. Army, Chief Chemical Warfare Service, Washington, D. C. The subject assigned to me for this task is "What the chemical indus try means to the Chemical Warfare Service." I am going -to take the liberty of broadening this subject a little bit because I think that by so doing I can better point out to you what the chemical industry means to a nation and what should be done to insure that this industry be maintained. -- The principal reason for the existence of the Chemical Warfare Service is to insure that this country will at all times be prepared to utilize chem istry in all its phases for defense against an enemy. We are also verymuch interested in the development of chemicals which heretofore have been used only in war for peace time uses- If uses for these chemicals are developed and increased it means that a commercial supply of chemi cals for war time Is constantly available. What the chemical industry means to the Chemical Warfare Service therefore Is only another way of saying what this industry means to the entire nation. The vital necessity of a well developed chemical indus try must he impressed'upon the American people at this time. -The in dustry is now undergoing a very critical period in its history. The un limited demand for chemicals caused by the world war is passed; tariff Chemical and Rubber Sectio-n 307 reduction is steadily increasing, and foreign competition is growing more and more menacing. ^ Prior to the World Wariindustrial chemistry was very largely confined to Germany, and the United States was. one of Germany's best .custom ers. The sole -hope of Germany regaining her former place as a world potver is through her highly developed and splendidly organized chemical industry. However, she now has a commercial rival in the United States. , Our chemical industry not only takes away from Germany her American trade but also competes with her in foreign market. This being the case no effort will be spared, by her to stifle development of America's new chemical industry by any possible means. The forty years start that Germany has over this country in industrial chemistry is a tremendous advantage. This does not mean that Germany can turn out any better products than American industries for as a matter of fact the German products are in practically. every case identical with the American products. It does mean, however, that Germany can manu facture these products more efficiently and at a lower price. This is partly due to the difference in the cost of labor between Germany and the United States, but still more- is it due to the fact that Germany has from her years of experience developed a technique and a body of technical personnel that we cannot yet- duplicate in this country for a number of years. r Heretofore the American chemical industry has been aided by a high protective tariff and by making available to it the- German chemical patents which were seized during the "World "War. The tariff is now being gradually lowered year by year and tbis fact alone will require all the resources and ingenuity of the industry to keep going in the face of Ger man imports which are made possible in constantly increasing quantities owing to this lowering of tariff. There has also been made an attempt to take away from our chemical industry the seized German patents and return them to their former owners. If this is accomplished it will mean a complete extinction of our organic chemical industry and that would indeed be a tremendous national calamity. This proposal has met with but very little opposition with the American people in general but I am convinced that the rea son for this lack of opposition is that they do not realize the serious con sequences. To the non-teehnieal mind it seems like a fair minded and generous thing to' do to return to a former enemy his patents now that the. war is over and its military need for them is passed. They fail to realize that the chemical industry has in recent years become so vital in national defense that ho nation could successfully defend itself against another first class power without a well established chemical industry. I desire to express in strongest terms my sincere appreciation of that ar dent patriot, Francis PrGariaan, who has stood practically alone and un aided in defending the chemical industry of this country against the at tempt to take away from them the German patents which attempt has been made by very powerful influences in this country backed by the almost unlimited resources of the German chemical trusts. 308 Fotirteenth Safety Congress Chemical Induetry Vital Factor In National Defense I shall now try to explain as well as I can in this brief talk why the chemical industry is such a vital factor in national defense. In the first place I am sure that you all realize that chemistry now plays an impor tant part in practically all industrial effort. The steel industry* the clothing industry, the petroleum industry and other basic industries which are not chemical industries in themselves, all employ chemists in large numbers to test, supervise and control their various processes. Similarly in the manufacture of munitions the hand of the chemist is seen in prac tically every finished product. The art of war has now become so com plex that not only are highly specialized materials required but in addi tion hundreds of thousands of commercial commodities of every known description are needed. The experience of the World War demonstrated that men can he mobilized and trained at a faster rate than equipment for them can be provided. Procurement of munitions has become the limiting factor in the military efforts of a nation. This fact has served to nationalize war. Wars are no longer fought by the armed forces alone. Industry must be mobilized the same as then. Essential industries-must be increased and stimulated to maximum output while non-essential indus tries must be converted to the manufacture of essential items or else their activities must be severely curtailed. This necessity for industrial mobilization is now generally recognized by the supply branches of the army and navy. It is something which cannot be put into effect in a moments notice. No industry can instantly change from peace time production to war time production of the same or different items in tremendously increased quantities. There will always be some delay in any case but this delay can be greatly decreased by studying the problem in peace time and preparing a well defined plan which will at once become operative in time of war. We .had' ho such advance plan at the outbreak of the World War. As a consequence it was over a year after our entrance into the World War that the Ameri can industry began tp^ make itself available and as a result only a negligible quantity of American munitions ever reached the fighting front in Prance. We have profited by this mistake and we are now engaged in determining what we want, how much we want and where we want it in the event of a future war. Then we are determining where this ma terial can be obtained.^ As a result if.we are engaged in another'war the industry of this country will know in advance what its mission is and can immediately take steps to mobilize for war production. The chemical industry plays a most important part in this planning for industrial mobilization. Practically all branches of the army which handle supplies, require very large amounts of chemicals of every con ceivable variety. For example, many different kinds of metals are used in the manufacture of guns and shell. Nitrates, acids, and various sol vents are used in the manufacture of explosives. In addition to these, many different chemicals are required by the Ordnance Department for experimental and control work. Thousands of different chemicals are Chemical and Rubber Section 309 required by the Medical Department in the form of drugs and pharma ceuticals. Several chemicals are used in large quantities by the Air Service in airplane manufacture. The Signal Corps uses chemicals in great quantities for photographic purposes. The Chemical Warfare Service is undoubtedly the most vitally inter ested of all branches of the army in the chemical industry. We shall require the services of practically all the well known chemical firms in the country. There is practically no chemical produced in large amounts in this country that does not enter into some stage of chemical -warfare manufacture. It is true that nearly all of our finished products are manu factured in government plants. This is necessary because of the toxic properties and the dangerous nature of chemical warfare material. This manufacture must be carried out under strict military supervision so as not to endanger the lives of the civil population in the event of accidents. It is also necessary because these finished products are so highly special ized that very few firms' In this country are properly equipped to under take their manufacture. These government manufacturing plants, how ever, are strictly speaking assembling plants. This is to say, only the last step in the manufacturing process is carried out there. This last step usually converts a perfectly harmless intermediate chemical into a highly toxic finished product. The intermediates, however, and there are sometimes several for each finished product, are furnished and manufac tured by civilian chemical firms. .These intermediates are often chemicals of very complex chemical structure and can only be manufactured by firms who have brought their equipment and personnel up to a very high degree of efficiency. In addition to these intermediate chemicals vast amounts of what might be called basic chemicals are also manufactured for the Chemical Warfare Service "by- the chemical industry of the country. By these basic chemicals I mean such things as acetic acid, alcohol and benzol. These chemicals industries which manufacture this type of product will be faced with a tremendous problem in the event of 1 a future war beause they will have such large demands not only from the Chemical Warfare Service but from several other supply branches of the army and navy. Chemical Warfare Service Deeply Interested In Dye Industry There is one chemical industry in which the Chemical Warfare Service is especially' interested--this is the dye industry. This industry possesses potentialities of such "Vital national importance that is well worth our special, consideration fbr a moment. Dyes are almost without exception chemicals of very great complexity in , structure requiring difficult and complicated processes in their-manufacture. In a well equipped dye fac tory this is probably the most intricate and complicated set of ^apparatus of any factory -that has as yet been developed. There are several hun dred well known organic dye-stuffs, any one of which a manufacturer may be called upon to produce. This means that his plant must be equipped to manufacture not only very complex chemicals but also a large number of different products. 310 Fourteenth Safety Congress ,, This means that a dye factory is unusually well equipped to turn, on short notice from the manufacture of one chemical to another of quite different structure and ^properties. Now it is a remarkable fact that chemical warfare intermediates and sometimes even our finished products are very closely related structurally to dye stuffs. Sometimes the dye intermediates and the chemical warfare intermediates are identical. By the employment of a different final operation either a pretty color or a poison chemical is produced as desired. High explosives are not so elosely related to dyes as chemical warfare products are but so great is the flexibility of the dye industry that even high explosives can be produced by it in large quantities with only minor changes in plant layout and equipment. A well established dye industry may therefore be aptly termed a potential arsenal. This fact was clearly realized by Germany during the World War and in fact her dye industry^ was what kept Germany going as long as she did. At the outbreak of the war the German dye plants were not utilized for war purposes but continued their peace time production. This was because the Germans expected to win the war in a few months and they wished to have a large supply of dyes and other chemicals on hand so that they could at once resume their dominance over the chemical markets of the world. When the German failed to accomplish this abrupt termina tion of the war a serious munitions crisis occurred in Germany. The dye plants were then called upon for assistance and they certainly met the crisis in a magnificent manner. Within six weeks after ceasing nor mal peace time production the Leverkusen works of the Bayer Company was turning out TNT at the rate of several million pounds per month. When chemical warfare was initiated by the Germans in the Spring of 1915 it was the dye industry that made this possible. All chemical agents used by the Germans were developed in the laboratories of the dye factories by their research staff and manufactured in their factories. It should be further emphasized at this point that this manufacture was accomplished with only very minor changes in machinery and equipment. Germany Has Preserved Greatest Military Asset Immediately after the cessation of hostilities these plants at once re sumed their peace time manufacture of harmless dyes and the Germans have been loudly proclaiming their peaceful character ever since. The Germans have been successful in preserving their greatest military asset which is also their onejbiope of regaining prominence as a world power-- their great chemical anti dye industry. I a.m sure that you can readily appreciate why the Chemical Warfare Service is so vitally concerned over the future of the dye industry in this country. Prior to the World War the dye industry was in a very undeveloped stage in the United States. Nearly all the factories then in existence produced only the cheapest and lowest grade dyes. The few that did produce dyes of a better grade obtained all their intermediates from Germany and were therefore en tirely subject to German domination. The advent of the World War, how Cnemical and Rubber Section 311 ever, shut off the supply of high grade dyes to this country and enabled American manufacturers to attempt to duplicate the German processes without fear of foreign competition. An enormous amount of research and experimentation had to be carried out in order that our chemists might learn the German technique which was developed over a period of forty years. The seizure of the German patents was an enormous help of course but this did not overcome the problem of developing a plant set: up and a skilled personnel. In spite of this difficulty, by the close of the war the American dye factories were turning out products which were identical with the highest grade German dyes. This, I claim, is one of the most remarkable accomplishments ever attained by the chemi cal profession of this country. Let me now emphasize again what I said at the opening of this talk. We now have a young and growing chemical industry in this country. The chemical Industry is a vital factor in national defense especially the dye industry and other synthetic chemical manufactures. These indus tries were developed as result of the World War when the German sup ply was shut off. We have succeeded In duplicating the German products but not as yet at German prices. It is impossible to accomplish in six or seven years everything that Germany has accomplished in forty years. This young industry must have further experience without fear of anni hilation in order to so increase their efficiency that they approach the prices now quoted by German manufacturers. Germany looks upon our chemical industry as a great commercial menace. She will do anything to keep it down. The next ten years will decide the matter. If our in dustry can be kept going during that period of time they should then have developed to a point where they can stand German competition provided of course a reasonable tariff exists to equalize the difference in labor costs. On the other hand, if the industry is not encouraged and protected the Germans can flood this country with high grade dyes at much cheaper prices. In fact they can sell at a loss for a few years if necessary and enforce our domestic industry out of business. This would deprive the country of- both a tremendous commercial power and a vital factor ir National defense. It must not be allowed to happen. The old alchemist's dream of making gold from baser metals, remain: a dream no longer. We know it can be done; exactly how to do it witl various substances has not yet been worked out. Enough, however, ha: been done to know that if you can change in any given substance th< proper number of electrons revolving around the center mass in the atom you can change from one material to another. The fundamental possi bilities are inconceivable at the present time. This is quite an excursion away from the subject. It seems desirable however, to put down from, time to time something of the extent of ehem ical development today. When once that Is thoroughly realized ther comes a further -realization that chemistry is so much a part of our dail; lives that it is bound to he used in every possible way in war. That agai: leads us to the various proposals which have been made in the past liv 312 Fourteenth Safety Congress hundred; or more years to abolish the use of powders, explosives, gas and other materials from use in war. Every attempt at such abolition has ended in failure. When men or nations are fighting for their lives, they are going to fight with what they know best how to handle and which best promises success. We may talk in all the circles we want and in the four directions of Heaven and we will still always come back to that human fact. In 1899 the nations of the world met in the Hague to discuss subjects which had been proposed for discussion. One of these was the attempt to abolish by treaty certain forms of warfare, including asphyxiating or gas shell. Secretary Hay, with an understanding excelled by none of human nature in peace and war, gave the following instructions which every American should know: "The expediency of restraining the inventive genious of our people in the direction of devising means of defense is by no means clear; and considering the temptations to which man and nations may he exposed in a time of conflict, it is doubtful if an international agree ment to this end would be ettective. The dissent of a single powerful nation might render it altogether nugatory.. The delegates, therefore, are enjoined not to give the weight of their influence to the promotion of projects the realization of which is so uncertain." The Chairman of the American delegation to that convention was our most famous Naval- author, the late Admiral Mahan. He followed the wise words of Secretary Hay, adding theretto his own comments when the Hague Convention passed a resolution reading as follows: "The Contracting Powers agree to abstain from ,the use of pro jectiles, the sole objects of which is the diffusion of asphyxiation or deleterious gases." - , In the discussion following the passage of that resolution. Admiral Mahan said: - "The tobjection, that a machine of war is barbarous has always been raised against new weapons which, were nevertheless finally adopted. In the middle ages, it was firearms which were denounced as cruel. Later, shells, and more recently, .torpedoes have been de nounced. It seems to me that it cannot be proved that shells with asphyxiating gases are inhumane or unnecessarily cruel machines of war, and that they cannot produce decisive results. I represent a people that is animated by a lively desire to .make warfare more humane, but which may nevertheless find itself forced to wage war; therefore, it is a question of not ^depriving itself through hastily adopted resolutions of which it could later avail itself with good results." t Says United States Alone Kept Faith Admiral Mahan refused to sign for the United States. The delegates of Great ^Britain and Germany followed his lead and .also refused to sign. However, in the next few years both Great Britain and Germany signed. Chemical and. Rubber Section 313 Without taking- more time, let it be said that in the World War .every nation in the world that promised not to use gas, broke its treaty to use gas. The United States alone in using gas kept its faith. It refused .under the leadership of Secretary Hay and Admiral Mahan to attempt to do the impossible. Gunpowder and muskets were outlawed by every power on earth a few hundred years ago, including the Pope of Rome who main tained that he had authority over all the rulers of the world. Neither the Pope's authority nor that of kings and princes availed to stop the use of gunpowder. In the winter of 1921-22 a Conference of Powers meeting in Washington, which meeting has since become known as the Washington Arms Con ference, drew another agreement to abolish the use of gas In war. That agreement provided that before it could become effective each of the five powers signing it, must ratify it and there ratifications be deposited in Washington. Inasmuch as it has not been ratified by all five, it is not in effect and the United States is. today in the fortunate position of not being bound by any treaty whatever to limit its use of chemicals in war. The time of the National Safety Council is being taken to bring this matter as clearly as possible before you. Why should the Unted States blind its eyes by a treaty that can only result in seriously weakening national defense, besides laying the nation open to a surprise attack by this most powerful of all materials,---a surprise attack that will oniy he made when some nation believes it can win a sure victory by springing gas on us at the most inopportune time. The United States should do nothing that will change the fortunate position in which the Congress placed it on June 4, 1920, when it created the Chemical Warfare Service with wide powers in research, development, manufacture, purchaser supply and training of the army in chemical warfare, both offensive and defensive. That law passed by Congress and approved by the American, people should remain unhampered. If the United States is worth having, it is worth fighting to save. If it is worth fighting for, it is worth using every bit of power available to make the fight a success. There is no Question of the power of chemicals^ usually referred to as gases, used directly in war. The Germans used gas in a poor and small way, even toward the end of the war, compared with the way it can he used in the future; and yet, in that poor and small way the Germans imposed on the Americans twenty-seven casualties with gas out of every one hundred casualties produced by all weapons of war. To put It another way,, with perhaps 5% of her materials gases, she achieved over 27% results. That fact is "Known to every military organization in the world. It will never be forgotten and never lost sight of. HUMANITY. And this brings us to another point. Because Germany sprung gas on a startled world, and further because she achieved such remarkable success with it, every effort was made to convict Germany of greater barbarity than wars were supposed to allow. The wounds being mostly inside the lungs where their nature was difficult to determine by 314 jf'oui'tecncff' toujwy/ any known methods, the wildest stories were told concerning: the nature of these wounds. We were led to believe that the lungs were eaten out as the tuberculosis germ eats out the lungs. In fact, nothing too wild or too fantastic could be applied to chemical warfare. Those fighting at the front, particularly the Chemical Warfare Service and the Medical Corps charged in order with the prevention of gas cas ualties or the cure of the gas wounded, began to see the truth before the war closed. That truth is that while more than twenty-seven out of every hundred casualties were caused toy gas, only two of each hundred gassed died. On the other hand, of the tens of thousands struck by bullets, shells, bayonetes, and bombs, twenty-five per hundred died.. Contrary to the wild tales of the war, then, the man who was gassed had twelve times the chance of living and coming home to father, mother, wife and children, than did the man struck by bullets, shells, bayonets, and bombs. And then there was spread the wild tale that sooner or later the man gassed would die of tuberculosis. And what are the facts there? The most careful searching of hospital records and individual reports of suf ferers from gas show that practically none of them whatever have any after effects; indeed, the medical profession is beginning to believe with Dr. Francine of the University of Pennsylvania, who said that the man who had been gassed, if he ever took tuberculosis, would take it less quickly, it would progressrless swiftly, and less severely than if he had never been gassed. ^ ADJOURNMENT Chemical Section September 30 and October 1, 1925 A. L. WATSON, Chairman Personnel Director, Hooker Electrochemical Company, Niagara Falls, N? Y. M. F. CRASS, Vice-Chairman The Grasselli' Chemical Company, Cleveland, Ohio VI. D. MacNAUL, Secretary Safety Engineer, du- Pont Fibersitk Company, Buffalo, N. VI WEDNESDAY MORNING SESSION -* ijr > * HE first session of the Chemical Section convened on Wednestdaj Xmorning, September 30, 1925, at the Statler Hotel, Cleveland, Ohio A. L. Watson, Personnel Director, Hooked Electrochemical Company Niagara Palls, New York, presiding. Report of AL L. Watson, Chairman for the Fiscal Year Ending. September 27, 1925 -- Membership It will be noted from the report' submitted by the Chairman of th Membership Committee, I. V. Kepner, that there has been a eonsiderabl growth'-in the membership of the Chemical Section since the last Congree at Louisville. The rapid growth during the last year has been ver gratifying to the retiring officers and, should he an encouragement t the. new officers to enlarge the extent and the scope of the Section' future usefulness. as rapidly and as much as possible. Bulletin Service It will have been noted by the members of the section that the Council monthly bulletin service has contained a chemical bulletin nearly evei month. It was found necessary to omit one on a very few oceasioi because it is becoming more and more difficult as time goes on to fir new bulletin subjects of a suitable nature. The next chairman of tl bulletin committee, I know, will he extremely grateful to any membe 315 j'iifiifBit? '& .-tB-;<t*se- --WIW v-,- '.a v , w ^ " w wvi^ v m of the Section who will send in pictures or even suggestion* of subjects which might be proper for bulletin use. : Accident Statistics The June, 1925 Issue of - the National Safety News contained a tabu lation of Chemical Section accident statistics for the two years, U2MS3i. These comparative records were found to be of great interest to many and while they were more plants sent in their accident records for 1924 than there were for 1923, there' are still a considerable number of members who failed to . furnish their figures for either year. If any member hesitates to furnish their figures because of a fear that their identity will be made public, they may rest assured that there is so cause for such fear, for it is an iron-bound regulation at the Chicago office that the names of members who1 furnish their accident records will be known only by that office and the member furnishing them. Miscellaneous Inquiries A large number of inquiries have been received during the put year both from members and from non-members of the Council for iafsrmszkm pertaining to some particular problem. All of these Inqfnii loi Is rr received most careful attention and all available data eoOeceed asd forwarded to the inquirer. Mid-Year Meeting The first mid-year Chemical Safety Conference which has ever beet attempted was held on May 22-23, 1925, at Wilmington. Dttevm. Several other organizations of chemical, safety, medical, nsrfnr rrln~ and educational natures cooperated with the Chemical Section in scagjbsg this Conference. About one hundred and fifty persons attended and from the many comments which were heard at the time and snbwqstafly. the officers of the Section felt that the Conference was very successful. The subjects covered in the program were among some of the moot vital -of the day to the chemical industry in accident prevention work and the speakers were of especially high) calibre. It is to be hoped that the Chemical Section may find it possible to make these mid-year meetings annual affairs in the future. -Congress Program. The programs for the 1925 Chemical Section sessions speak for them selves. Under the leadership of M. F. Crass,' the Prorgram Committee has spent many months in an endeavor? to arrange a program which would be attractive to as large a number as possible. It' must be agreed that the committee was, most successful in producing both a program of subjects and a list of speakers of which the Section may be proud. News Letters Four News Letters were mailed to every member of the Section during the year, one during each of the months of February, April, July and Chemical Section 317 September. These letters were designed to keep the members in touch with the various current activities of the Section and it is hoped that they were received with interest. Judging from the comments received and the generous response to requests for information contained in some of the letters, your retiring Chairman is of the opinion that the Section should continue to issue similar News Letters in the future and at regular monthly intervals if possible. Chemical Safe Practice Sheets These sheets are intended to cover in a brief, concise manner on single page form, the important things to keep in mind concerning certain chemical safety problems. They are published originally in the National Safety News with re-prints sent to members of the Section. Additional re-prints may be procured from the Chicago office at slight cost for distribution to safety men, superintendents, foremen, etc. and for posting in proper locations for the information of workmen. Four of these sheets have been produced during the past year on the ollowing subjects: -- No. 5. No. 6. No. 7. No. 8. Precautions in Mechanical Repair Work. Safe Handling of Acid Containers. Chemical Plant Housekeeping. Safe Handling and Storage of Chlorates and Perchlorates. Re-prints of these four sheets together with the four previously pub lished are still available at Headquarters Office. Industrial Poisons Sheets A series of these sheets are being prepared by the Industrial Poisons Committee under the leadership of Mr. S. E. Whiting, Chairman. Simi larly to the Chemical Safe Practice Sheets, they are of one page but are more on the order of bulletins, designed to present in brief tabular form, an outline of important information pertaining to material which may cause poisoning in Industry, together with preventative measures and medical treatment. Three of these sheets have been published so tar. one each on: No. 1. No. 2. No. 3. Carbon Monoxide. Hydrogen Sulphide. Chromium. Reprints of these sheets may be obtained at the Chicago Office. Mr. Whiting's committee plans on continuing- to produce Industrial Poisons Sheets until the more prevelent industrial poisons have been thus covered. _ Unfinished Business Almost everyone is by now familiar with the Benzol Poisoning; in vestigation which has been going on for three years in a special com mittee of which Prof. C. E. A. Winslow of Tale University, School of Medicine, is Chairman. The third report of this committee is' being <3iO r wiwtBewi/e. &a,j ac-y tjimyress presented at this Congress and It is expected that the work will soon be completed and a final report made. The accomplishments .of the Benzol Committee will be of great value to a large number of industries and the officers of the Chemical Section feel that more research work of a similar nature should be done. It was therefore recently decided that, an investigation should be conducted into the practice on Spray Painting. A Steering Committee on Spray Painting is now engaged in forming a proper Investigating Committee, determining methods of procedure and method of financing the investi gation. The work of this committee should also prove of great value to a large number of the industries of the country. Safe Practice's Pamphlets are under way on the following subjects: Safety in Handling Chlorine Safety in Handling Phosgene Safety in Handling Hydrocyanic Acid A considerable amount of work has been done over a period of several months on the Chlorine pamphlet by both the National Safety Council and the Compressed Gas Manufacturers' Association which has been co operating with the Council in the preparation of this pamphlet. It should be completed and ready for distribution in the near future. Chemical Safe Practice Sheets should soon be ready for publication on the following subjects: Dust Respirators. Corrosion in Chemical Plants. These sheets will be published in National Safety News as usual with extra reprints available at the Chicago Office. The Industrial Poisons Committee has continued to collect data, on various poisons encountered in industry and plans to publish single page sheets upon them from time to time the same as the first three previously mentioned. The Executive Committee of the Chemical Section has been con sidering for some time the publication of a book on Industrial Chemical Safety to become one of the series of monographs which the American Chemical Society has been issuing for some time. Negotiations have been under way between the Council and the American Chemical So ciety on this question and it is hoped that arrangements may be com pleted for this work. __ General Ii> is the opinion of the. retiring Chairman of the Chemical Section that with the wide and increasing use of chemicals in almost every type of Industry, the Section should become not only one of the largest, but also one of the most prominent and most useful sections of the Council. A great many industries which are not primarily chemical manufacturers nevertheless use chemical materials to a considerable extent and should avail themselves of the special service which members of the Chemical Section receive. This could BfW8W#H Chemical Section 319 easily be accomplished by. every member of the Council which has any chemical problems affiliating with the Chemical Section and desig nating some person in their organization to be placed upon the section's mailing list. In retiring from the chairmanship of the Section "I desire to Express personal thanks -and appreciation to the other officers and members of the Section's Executive Committee for the assistance which they have given to the accomplishments which the Section has made. Whatever has been done during the past year which might reflect credit upon the Chemical' Section has been possible only through the generous and unselfish efforts of these men. Chairman Watson: The next order of business is the appointment of a Nominating Committee. I appoint Mr. Kershaw. Chairman; Mr. Crass. Mr. Sandel and Mr. Fisher. The next item on the program is a round table discussion on "Safety Kinks in Chemical Plants." Mr. Kepner is going to lead this discussion. Ira V. Kepner, of the Pennsylvania Salt Manufacturing Company,- Phil adelphia. -Pa., took the chair. Chairman Kepner: The idea of this round table discussion from time to time has been for the purpose of getting the members of the Chem ical Section closer together, the idea being that a person comes to the Congress year after year for the purpose of getting some information, some data, or something that he wants to know and take back with him . SAFETY KINKS IN CHEMICAL. PLANTS M. L. Fellmer, Director of Safety Monsanto Chemical Works, St. Louis. For quite a long time JLt has been one of my pet-thoughts in connection with our annual sectional meetings to see just such discussions as the present one on "Safety Kinks" incorporated in the program and I believe sincerely that a frank and informal "Roundtable" on these and kindred subjects will benefit us all materially in our work. Our profession of safety engineering is young and'its science is still younger and, as science can be defined as the accumulation of experience gained by practice, it follows that these discussions will contribute to the science of safety engineering, because they are the practical experiences of "us" fellows in the plants gathered in the solution of the problems which confront us in our daily work. The subjects of my brief discussion are: 1. Efficient use of Specific Bulletins, 2. Showers, Location and Construction, 3. Cheesecloth Respirators. , For ringing in the third subject, I must ask the indulgence of the mem bers, as I had originally intended to discuss only the first two, but our experience with the respirators is a direct proof of the value of our an nual discussions and I thought it important to present it to you. 320 Fourteenth Safety C- ongress Efficient Use of Specific Bulletins Bulletin No. C.126 of the Chemical Section depicts one workman holding another workman over the jet of a drinking fountain and washing his eye out. The legend is: "A HANDY EYEBATH." "If you get acid or caustic in your eye, remember' that a nearby drinking fountain is a good place to wash it out." When we display bulletins on our regular bulletin boards, we do so for a few days only in order to be able to present new matter oftener and thus maintain interest in the bulletin displays. A special bulletin, like the one mentioned, is too valuable in a chemical plant to be displayed for a short time only, as' its lesson would be forgot ten too soon. ... Wishing to put this important lesson in chemical safety to lasting use, we had neat little frames made and now this bulletin is permanently in stalled at every drinking fountain throughout our works. Our experience demonstrates that the installation of this bulletin has been of material help in Bye Injuries. . Corrosive action of acid or caustic in the eye has been minimized to a great extent by the immediate use of this simple first .aid measure and our eye specialist has told us repeatedly that the few cases of eye in juries that we find it necessary to refer to him, come in a very nicely neutralized condition and usually heal in a far shorter time than similar cases which have not had such a thorough and quick rinsing. That the lesson has "gone home" is demonstrated by the fact that quite a few men coming to the' dispensary for first aid in eye injuries proudly tell us that they remembered the bulletin and lost bo ttoe 3a washing the injured eye out at the fountain before seeking further treat ment. In like manner we have installed the large "Schaefer Method." Bulletin of the National Safety Council No. 1352 in strategic locations and, for the benefit of our truckdrivers, we bave permanent displays of bulletins Hke B.303 etc., located in "such a manner that the chauffeurs cannot help bed see them every time they enter or leave the shipping office. Our men do take interest" in this sort of display and we often observe them reading and discussing the bulletins. Of course, it is absolutely necessary that all bulletin frames and gHwal be kept neat, clean and attractive, and this in a chemical plant is par ticularly important. Every Saturday one of the porters is charged with the duty of deutise the frames and glasses of all bulletin boards. . This has a very good influence on the men as they notice that we think this matter important because we .give it so much attention. New employees particularly are often observed in studying these dis plays just after the porter gets through cleaning the frames and shining the glasses- ^ Chemical Section 321 Showers, Location and Construction Copious drenching1 with water is an absolute necessity when a man gets splashed with acid or lye. The location of showers should be selected so that they are as close as practicable to places where accidents of this nature can occur. These locations must be prominently and permanently indicated by signs. .Access to showers must as scrupulously be kept unobstructed as access to sprinkler boxes and watchman's signals. -Heads of department and foremen must instruct the men in their charge as to the location of the showers and their use in case of acid or lye splash. We found that corrosive action In some of our departments would' clog the holes in the sbowerheads, so we dispensed with the heads altogether and now use inch and a half pipe equipped with quick opening gate valves and installed in such a manner that the outlet is about 7 foot from the floor, thus giving a man the benefit of a full and quick inch and a half stream of water -without too great an impact. Good practice demands that the showers be tested every week so' as to eliminate accumulations of corrosion and assure a clear stream of water. . We find this kind of a shower installation far more effective than the large showerhead with a lot of little holes in it, because the force and quantity of the stream is much greater and the chance of clogging Is en tirely eliminated. Cheesecloth Respirators After last year's Congress at Louisville, at which Brother Whiting dis played the homemade Muslin Respirator which had been tested out by the New York State Department of Labor, we did some experimenting as to the,most suitable shaping of this kind of a respirator. Here is what we evolved: We-'use ordinary cheesecloth, fold it to about 6 thicknesses, fashion a pocketlike compartment1 in the center, and fill this pocket with a thick layer of absorbent cotton. The cotton is left protruding over the upper edge so that the wearer buries his nostrils in it. The ends come to a dull point and are provided with an elastic so that the respirator can be slipped over the head without any adjusting or buttoning. Our men prefer this kind of a respirator to most of the commercial respirators which we formerly furnished. We have, in an emergency, saturated a respirator with water and used it successfully in ammonia fumes. For a very short while only, of course. We fashion these respirators in our own sewing room and the' cost is less than 10 cents each, against about 80 cents for the cheapest commer cial respirator that we found serviceable- for our needs. 322 Fourteenth Safety Congress We use this appliance almost exclusively -now and, at the low cost, w< can keep the men individually supplied with clean and sanitary respira tors as often as needed. SAFETY KINKS IN CHEMICAL PLANTS E. C. Rogers, The Grasseili Chemical Co., Cleveland, Ohio Every Safety Congress seems to be surrounded by an atmosphere that somehow reminds me of some doctor reports which I receive. You all perhaps receive similar reports and as you look over Them you will note such terms as synovitis, neuritis, appendicitis, retinitis, nephritis, etc., all of these "itises" meaning an inflammation of some kind. There always seems to be an inflammation around these congresses-- an inflammation of safety. I presume a doctor would diagnose our disease as "SAFETYITIS," the only difference between- the doctor's "itises'' and our "SAFETYITIS" being that the former generally means a whole lot of trouble for somebody and the latter generally means a whole lot of good for everybody. I just want to cite some figures to give you some idea as to what "SAFETYITIS" has done for us in the past two years. These figures are simply samples; I have not gone through the whole list of our plants but I could go on and: give you practically the same information for all our plants, including; fertilizer plants, heavy chemical plants, zinc spelter plants, explosive plants, dye plants and coal mines. At a heavy chemical plant our records show an improvement of 27.7 per cent in our time lost cases for 1924 over 1923. At another heavy chemical plant 66% per cent improvement. At another plant 56.9 per cent improvement. If we keep our nose to the grindstone and keep our fingers crossed our record for 1925, based on the figures to date, will show an improvet merit over 1924 of 61.5 per cent in the first case I mention, 37.5 per cent in the second and . 67.8 per cent in the third. In other words, it; looks as though our record for 1925, when compared with 1923, will show an improvement of 72.2 per cent in the first case. 78.8 per cent in the second case and 86.1 per cent in the third case. I hope you will not think "that I give you these figures with the spirit of the bragger and I assure you that we ourselves do not think that our accident work is--to use the language of the street--"all Jake." We feel sometimes as though we are only beginning and are always hopeful of improvement from year to year. A safety man can lose his shirt and it will not bother him but when he loses his optimism he has lost everything. I have simply given you these figures to show what we have accom plished through what you might call a "system" which we have fol lowed for approximately two years. We have followed a basic prin ciple in any plant operation, no matter whether it is a problem of pro duction, cost or safety. The best safety kink in any plant is proper Chemical Section 323 supervision. -Our results are due to the interest the supervisory men and particularly the foremen have'taken in safety work, in fact, they have made Safety a part of their , job. For some `years we have had our- Foremen's' Monthly Accident Com mittee meetings and they have done a- great deal of good. We have re ceived valuable suggestions through these meetings, but somehow or other, there seemed to be something lacking. This committee did not seem to be enough; it did not seem to hit the bull's eye. Some two years ago we handed the safety work over to the foremen entirely. In other words, the superintendent appointed a committee of foremen to have charge of the safety work for a period of three months. This conimittee rotates so that eventually every man on the General Safety Com mittee gets a chance to serve on what may be called the "supervisory committee." We were somewhat skeptical about trying this arrange ment but every place we tried it the accidents seemed to stop as though' they were cut off with a knife. Whenever there is an accident the power plant is notified immediately, the works whistle blows and these ; supervisory committee men call up to find out where the accident has occurred. The committee then goes on the ground as soon as possible and. investigates-, and report is im mediately made to the foreman of the department in which the accident occurred and to the superintendent. One of the biggest features of the work of these committees is to be on the lookout for unsafe practices. . These men have authority to go anywhere in the plant and stop a man at his work if they feel that the workman is doing his job in an unsafe manner. When -they find such a condition they notify the foreman of that particular department immediately. The foreman there and then straightens out the work man and takes advantage of -such an opportunity to show every other man who inay have occasion to do that-particular class of work, just how it should be.done in a safe manner. Unsafe practices are the bugaboo of a safety man. The.unsafe prac tices that this supervisory committee has uncovered have been amazing to me. This supervisory committee has also done much to make the foremen realize the value of Safety ideas. Foremen have made the statement that since they have served on this supervisory committee they have noted among their own men unsafe practices which would not have been revealed to them had they not had the experience of serving on this supervisory committee. In other words, service on this committee has been an education. These supervisory committee men make a weekly report to the super intendent of all unsafe conditions they have found and any recommen dations they may have to make along safety lines. There is considerable rivalry between the various committees that serve in the four periods of the year to see which committee can show the best results. We are now attempting to extend this work to the squad bosses or 324 Fourteenth Safety Congress sub-foremen, that Is, we are hoping we can make safety leaders out of squad bosses. We are trying it out in a small way by supplying some of the sub-foremen with badges, the principal safety duty of these men being to stop unsafe practices on the part of men in their squad. The system we have followed is perhaps not original with us, how ever, it has proven to be so successful that I wanted you to know about it. Supervision is the very vital part of accident work and our fore men have co-operated whole-heartedly in carrying out this work. You have perhaps noticed the great difference of opinion there may be regarding the causes and preventatives of accidents. For instance: I have in mind an accident where a carpenter operating a power saw failed to use the guard provided with the result that he lost three fingers and part of the fourth on one hand. The' foreman reported the accident as having been due to "the damn fool's own fault.'' The fore man followed up this_ statement with the further explanation that time after time he had gone through the shop and found this carpenter op erating the saw without using the guard, that he reprimanded him for violating the safety rule but it did not seem to do any good. X can just about imagine the conversation which took place after this .particular foreman.: left the shop. The carpenter would evidently pick up the guard, throw it aside and turning to his fellow workers, say "There is that guy shooting off his mouth again--he wants to show who is boss." I notice in the program of our present congress that in one of the other sections there is to be a paper entitled "Who Is Boss?" If every foreman will answer that question correctly a great deal of our accident troubles will be over. If a safety rule is made it should be enforced or discarded. A fore man has to be an executive and in the particular case I have referred to above I say that this foreman did not show executive ability. and further that this accident was due to lack of supervision instead of be ing the workman's fault. If this foreman had warned the carpenter the first time he saw him violating a safety rule, had laid him off or fired him the second time, that accident would not have happened; the carpenter would still be following his trade instead of holding down a watchman's job and the company would be about $1,100.00 to the good. With the view of possibly making the foremen give more thought to the cause and prevention of accidents we are having the foremen- mark on every accident report what they consider to be the cause and pre ventative. Each foreman is supplied with a form showing the classifi cation of accidents by cause and prevention, each item is numbered and the foreman simply fills in the number which he feels applies to his particular case. All our foremen know that the expense of accidents Is charged against the costs of the particular department or process where the accidem occurs. In other words, they know that accident expense is part of op erating expense. As accident propaganda we have tried the stunt of a bulletin board Chemical Section 325 erected near the gate, painted with a white background and on which we have placed a red disc for every accident as it occurs, the name of the man and the department being printed on the disc, the sign at the top of the bulletin board reading "DON'T BE A BLOT." We have also tried the Derby Race, with which you are all probably familiar, the various plants competing. Department contests have creat ed much interest and we are now starting to take pictures of accidents as they occur, placing them on the bulletin boards. Most men seem to hate to see their picture^go on the bulletin board-in connection with-an accident and the foreman does not like the notoriety of the picture of one of his men appearing on the board. The facts I have stated are elemental but they are also fundamental. The most serious hazard in any plant Is the foreman who cannot see his responsibility in safety matters, .who takes the attitude that accident work is something detached from his operating work. THE SAFE HANDLING OF TOXIC GAS CYLINDERS IN CHEMICAL PLANTS AND LABORATORIES J. I_Ki&tner, Chemical Warfare Service,] Edgewood Arsenal, Edgewood, Md. This paper will deal principally with the safe installation of toxic gas pressure cylinders and safe method of handling the gas after instal lation. The information contained herein will no doubt cover all the cases where toxic gas containers are required to be installed and han dled Since safety and efficiency go hand in hand, this topic will be dis cussed from both angles. Advantages in the Use of Tank Cars. For production plant use it is assumed that cylinders Of not less than one ton capacity are used and in plants where a number of cylinders are used per day, it may he well to consider the use of-tank cars since it is more economical and much safer. Because of the numerous valves and fusible plugs on ton con tainers the chances of leaks are greatly multiplied. The frequent hand ling necessary in the case of on ton containers is apt to damage valve and safety plugs, the HOn-insullation of ton containers creates a higher pressure than in the case of insullated tank cars. The ability to enter and examine the interior of tank cars is considered a great advantage from a safety view point. Hereafter, in the discussion of the first part of this paper reference will be made only to one ton containers. Hazards in Plant Use. In many chemical plants where toxic gases are used In pressure cylinders very little thought is given to the instal lation of cylinders, the gases of which contained therein are to be used in the process of manufacture. Usually in these plants no arrangements are made to take care of leaks or line breaks, and the consequences are the personnel, consisting of plant operators and laborers, are forced to wear masks causing them to work under a handicap thereby cut down 32G Fourteenth Safety Congress their efficiency, and the corrosive effect on equipment and material which requires frequent replacement and repairs, curtails production and adds considerably to the operating cost. Jf/ronfapca in- Use of Distributing Room. These conditions could b< primarily taken care of in designing a plant in which gases in cylinders under pressure are going to be used if a distributing room be built ad joining the plant; or if two or three plants requiring gas are to be op erated in close proximity of one another, a'distributing room should b< centrally located and the gases piped in suitable lines. The point 3 try to bring out is that it is more economical and much safer to con vey the gases from a central point in lines than it Is to install separate cylinders in each plant. The distributing room, should be constructed of either tile or concrete with a wooden roof and should be entirely en closed. The room should be equipped with a vent leading to the atmos phere through a high stack or a suction type vent leading to a gaj wash tower. In either case, a considerable leak would inconvenience n one. Other equipment; such as vaporizers, gas driers, etc., should als< be installed in this room. Whenever possible control valves on feet lines should be placed in this room since it is very difficult to obtaii valves that will stand the eorrosive action of most toxic gases. This if also true of cylinder valves. Valves. It is believed that no valve has yet been made that will no leak after a short period through constant use. Valves that can lx packed when closed are recommended for use on cylinders and lines No attempt should be made to use wrenches to close valves or pressur cylinders. They should be made hand tight and if they continue to lea] after closing by hand the valves should be inspected as to their condi tion. It will be found in most cases tbat the valve needs repacking. Safe Handling of Cylinders. The use of cylinders as containers fo gases under pressure prescribed which do not meet the standards pre scribed by the Interstate Commerce Commission is unlawful. It Is ad visable to take all necessary precautions against such cylinders by rer dering them absolutely unserviceable by perforating. At ordinary ten peratures gases under pressure confined in cylinders exert a certaii fixed pressure. Any added .excessive heat causes the internal pressure t exceed the maximum pressure for which the cylinder is designed wil no doubt rupture the cylinder. For this reason it becomes importan to install cylinders-in places where It Is cool and chadcd and where the are not exposed to the direct rays of the sun. Cylinders should neve be placed near steam lines, radiators or in rooms where the temperatur is above normal. Through rapid evaporation the discharge of gas from pressure cylii tiers is sometimes retarded and in some cases the flow of gas ceases ei tirely. Cases are known where cylinders containing one-fourth to on< third of the original amount were discarded and labelled "Empty. This of course would be impossible if the material was weighed In o scales. Scales used for this purpose should be checked up as to the! Chemical Section 327 accuracy, since the corrosive action of gas effects the sensitiveness of the scales. When the flow of the gas is retarded the unsafe practice of warming up the cylinders with live steam is sometimes resorted to. This .practice is considered extremely dangerous and should never be tolerated. The Wallace & Tierman apparatus used for vaporizing liquid gases is a very good example of how it should he done. After the contents of the cylinder are discharged it is important to see that valves are tightly closed so as to prevent emanation of gas for a considerable period afterwards and inconvenience anyone coming in the neighborhood of such cylinders. It is a safe practice never to sub ject cylinders to maximum pressure, that is, if a cylinder is tested for 3,000 pounds pressure, the safe working pressure would be five-ninths of .3,000 or approximately 1,700 pounds. Gas Lines. The lines used to convey such gases should be selected with great care since all toxic gases are more or less corrosive to- metals. Lines should also contain as small a number of fittings as possible and in some instances pipe bending may be resorted to in order to avoid the use of fittings. =r Apparatus. The type of equipment into which the gases are fed should be carefully selected and corrosion factors should always be a major consideration. When agitators are used in kettles, autoclaves and other equipment of this type leaks are usually found around the stuffing boxes. Arrangements should be made to take care of such leaks by running vent pipes directly over them. All lines used to convey gases and equip ment into which gases are fed should be thoroughly tested with air pressure previous to use. Precautions for Chemical Plants. In chemical plants using and han dling toxic gases all exposed metal equipment should he covered with a nonjcorrosive paint. Metal beams and structural steel, should' be en closed in concrete. The roof should be of the monitor type and made entirely of wood. The remainder of the building can be made of either til^or concrete. Determining Gassings. The majority of toxic gases'are cumulative and can be absorbed into the system for a considerable length of time before symptoms of any sort are noticed. One of the most difficult causes to decide is whether a man really has been gassed. He may be seriouslygassed and yet appear perfectly normal at the time. In doubtful cases the patient should be made to - give his own account of the occurrence and should be allowed to describe his own symptoms. No leading ques tions should be asked him. Some definite objective symptoms as vomit ing, nose-bleed may have occurred. Gas examinations should be made to see if there is any indications of coughing or unduly short and rapid breathing. It should be ascertained whether he can take a deep breath with the coughing. Finally give him the benefit of the doubt. If he is faking, the medical man, will find it out within the next 24 hours. It is sometimes easy to detect gassings among men who are habitual cig arette smokers by the refusal to accept a smoke when offered. This is sata? i msmmh --jSfr.-; 328 Fourteenth Safety Congresm known as the nicotine test. After deciding- that a man is gassed he should receive corresponding- medical attention. First Aid Kits. In plants using toxic gases temporary- relief antidotes should be included in the supplies of the first aid kits. Laboratory Use. Cylinders installed in laboratories should toe eo ar ranged as to cause the least possible inconvenience in the case of a leak. This is sometimes difficult to do since the building Is not constructed tc take care of such conditions, however, if cylinders are going to be used regularly it will be well to install protection consisting of either a ven tilator or hood of the suction type. Where suction hoods are already installed, fastening the cylinders In a rack in front of the hood is recom mended. This arrangement however, will not take care of the leak when the suction is otL Where delicate instruments such as precision bal ances, microscopes and other similar laboratory equipment are present every precaution should be taken to prevent corrosion, the corrosive ef fect is not ordinarily noticed but is evidenced in the form of errors when the instrument is used. This is particularly true of precision balances and continual adjustment is necessary in order to obtain accurate re sults. : It is also considered an unsafe practice to stand cylinders against laboratory tables without making provision for preventing them from falling. A safety collar fitting the cylinder snugly and fastened to the table is a suggestion that will take care of the situation. It sometimes becomes necessary to transfer a cylinder from one room to another or from one location to another in the same room. Instead of rolling the cylinder on end as is ordinarily done It would be much safer to pro vide a small movable platform on rollers upon which the cylinder could be fastened. As an added precaution a sign to indicate the nature of the gas used should be placed on a door leading to the laboratory so that anyone entering the room would be aware of existing dangers. Lab oratory apparatus through which toxic gases are passed should always be equipped with a safety valve or TJ-tube so that the pressure cannot build up. CriAiKiiArv Watsox: I would like to ask the Chairman of the Nomi nating Committee if he will report at this time so that we may finish np that part of our business. Mb. Keukhaw: The Nominating Committee, after due deliberation, wish to report the following nominations: For Chairman, J. L. Kistner, of the Chemical Welfare Service; for Vice-Chairman, S. EL Whiting, of the Liberty Mutual Insurance Company; for Secretary. CL EL Rice, of the Dow Chemical Company. The Executive Committee consists of the officer* and the following additional names are suggested: A. L. Watson. L. A. DeBlois, I. V. Kepner. 3EL CL Rogers. S- H. Kershaw. Dr. Leonard Greenburg, Walter Payne and M. F. Crass. Cpoxa motion regularly made and seconded. St was voted unanimously ISM --Ml-- Ckemical Section 329 that the gentlemen named he elected the officers and Executive Com mittee for the ensuing year. Ms. Kefneb: I move you,.Mr. Chairman, that it be left to the discre tion of the Chairman, if members are found who are willing and ready to work on the Executive Committee, to increase the size of the Execu tive Committee. The motion was seconded and carried. A. E. Davidson, of the Frotecto Safety Appliance Co., of Newark, N. J., gave a demonstration of a new type of'rubber face piece for gas masks. This was followed by . a demonstration of the H. H. Inhalator by John M.Lewis, of the Mine Safety Appliance Co., of Pittsburgh, Pa. THURSDAY MORNING SESSION The Second Session of the Chemical Section convened Thursday morn ing, October 1, 1925, at ten-thirty o'clock, at the Statler Hotel, Cleveland, Ohio, A. L. Watson, Personnel Director, Hooker Electrochemical Com pany, Niagara Falls, New York, presiding. Onairman Watson: S. E. Whiting, of the Liberty Mutual Insurance Company, Boston, Chairman, of the Industrial Poisoning Committee, will now submit his report. REPORT OP INDUSTRIAL POISONS COMMITTEE S. E. Whiting: We have gotten out only three of those Industrial Poison Safe Practice Sheets, carbon' monoxid, hydrogen sulphide and chromium. We have received some criticisms. Dr. Hayhurst, in the Tuesday meeting, criticized one of our data sheets that has not yet been published, showed an error in it. I ami glad to know that at least one man has read some of those sheets. Of . course, that error will be taken care of. We got a more serious, important criticism on carbon monoxid. The Union Oil Company of California does not agree with our committee regarding the cumulative effect of carbon monoxid poisoning. Well, I got back of .Dri Boos and replied to a man on the general line that if the red blood cells carry carbon monoxid and they don't last very long, that there could not be any true cumulative action of carbon monoxid poisoning. That hasn't satisfied the oil company. Maybe it is a quarrel on definitions; but if there is anything that is true about this cumulative action, you can realize that it is an extremely important mat ter, because of the very widespread exposure to. slight, quantities of car bon monoxid. Anyhow, that is something for the future to take care of. Of course, in these data sheets we are not setting up the millenium on. any particular chemical poison. We are even proposing to get out one of-these sheets on lead poisoning, and there is a book written every other week or so on that subject. Of course, we are simply trying to spread the gist of the information 330 fourteenth Safety Congress on .industrial poison, spread it out, where people who will not take th time or have the opportunity to read the real authorities, can get som ideas on the subject and take some precautions against the hazard. C course, we stress the preventive methods as much as possible and tr to keep fairly up to "date. We got one compliment regarding the general proposal to distribul those from a considerable authority, which was a satisfaction. I want to make sure that nobody feels that this Industrial Poisor Committee is anything more than a sort of clearing house on the idea They are not a constructive organization themselves. This work is e: tirely compilation work. When we get a real subject for investigation, as you members kno already, we get through, the Chemical Section or otherwise. an invesl gating committee of experts, who go into the subject and make s authoritative report such as the benzol investigation now about coi l>leted. ~ We do once in a while get inquiries that come into either the Chei ical Section or the .Safety Council as a whole on chemical hazards, ai they are referred, as a matter of routine, to this committee, and if v can get a reply, of course, and refer them to some authority, we* do s I don't know of anything else to be mentioned, except that after get out these sheets, costing only one cent apiece, all that the membe can do to spread those sheets around and make everybody use thei wherever they have the exposure, the more we will accomplish in th work. Thank you! Cvjtit. Aixswohtii (Director, Bureau of Industrial Standards, Depa: ment of Labor and Industry of Pennsylvania, Harrisburg): Mr. Wh ing wrote to us in reference to these sheets, and in reply we advised hi that to our mind they are one of the most valuable things that t Chemical Section is getting out. We have come to the point in Pennsylvania where we believe that 1 have got to do more: than just develop regulations and put them in t hands of inspectors for enforcement. We have got to be of service all of the industries: of the state, aiid the chemical industry is a fail large industry in the State of Pennsylvania. Such information as you are preparing and putting on these Safe Pr tice Sheets is extremely valuable to the Department of Labor, arid I; lieve that it will be our policy to use them just as they are prepared this section and distribute either through our mailing list or throu our inspectors to the chemical industries of the State, or to anybo else who might bezaffected and interested in them. To give you an example of how we feel on this personal touch bt ness, as we call it, we have been making a drive on infections, and 1 most effective method that we have found so jar is the personal let to the company which seems to be experiencing a large number of fections. One part of that letter contains a photograph which is not a very pie Hit- Chemical Section 331 ing sight, and those letters are being posted on bulletin boards around the various sections of the company plant, and we are receiving very favorable comment on the method on account of the increased number of persons who are reporting to dispensaries in the plant because they have seen a pretty poor picture, and there has been a letter on the subject coming from the authorities at Harrisburg. We feel that the same thing will be true of Safe Practice Pamphlets such as you are getting out at the present time, and we want you to feel free to call on the Department of Labor at Harrisburg for the pur pose of distributing it, or for the purpose of collecting further informa tion, if we are able to give it to you. We are making one or two investigations on industrial poisoning Questions, and that information when completed will certainly be of service to the Chemical Section of the National Safety Council. Chairman Watson : Are there any other Questions in regard to these industrial poison sheets? Would anybody like further information in regard to them? M. FJ Crass (The Grasselli Chemical Company, Cleveland, O.): The distribution of these Safe Practice Sheets among the departments of the various states where they would receive wide dissemination among the people who need them is a very important suggestion, and I believe that we can carry it through with profit. VALUE OF ACCIDENT PREVENTION WORK IN THE - CHEMICAL INDUSTRY |_. A, DeBlois, Manager, Safety and Compensation Division, E. |. duPont de Nemours &. Company, Past President, National Safety Council The subject assigned to me is exceedingly broad and one that could not possibly be covered, in the allotted time. I shall attempt, therefore, to deal only with "the high spots" and at the same time make the address as brief as possible. There are four aspects in which the chemical industry may be said to differ from other and older industries: 1. High cost of operating materials and of operating equipment. 2. In operating procedure, the necessity for the exact control of many delicate operations and chemical reactions. 3. Inherent hazards of many materials used in the operations. 4. Rapid development of the industry as a whole. Of course, it is difficult to generalize without danger of being accused of the gross error of applying generalities to individual lines of manu facture to which they do not apply. However, I think it can be said, with truth, that the cost of materials and equipment in the chemical industry is well above the average. The value of materials used in the process is in some cases as high as $50.00 a pound and single pieces of apparatus may cost as high as $10,000.00 This will be referred to later 332 Fourteenth Safety Congress when we discuss maintenance. The value of their products is corre spondingly high. There is no industry^ In which operating processes require more careful and exact control. In practically all cases the production, or "yield," depends almost entirely upon it. There are conditions under which lack of control may result in destruction of the equipment and possibly the building and its occupants. A poisoning hazard is sometimes present and frequently a fire risk. We should bear in mind also that since essential materials, apparatus, and product are relatively costly, control as affecting the yield fsTa matter of major importance. The inherent hazards of the materials handled cannot be denied. We are dealing with acids; caustics; hot liquids and molten substances; inflammable, explosive, suffocating, intoxicating or poisonous gases and dusts; direct poisons and other hazards too numerous to mention. Bach manufacture has its own specific hazards. They are sometimes extremely subtle and their harmful and destructive possibilities are not always clearly recognized. The chemical industry is comparatively new--in fact, very new in some of its branches. Processes which are considered modern and efficient today are replaced a year hence by something more modern and more efficient which science has placed at our disposal and the purchase of which is justified. It is difficult to even- estimate the rate at which chemical equipment must be replaced, not because it has become worn out, but because it has become obsolete. Its average life is probably in the neighborhood of eight years, which merely means that 12 per cent should be charged off annually to obsolescence. Coupled with the high cost of new installations, this also becomes a factor of-major importance. It. too, increases the difficulties that beset the path of maintenance and proper operating supervision. Three Important Factors in Chemical Plant From the viewpoint of the operating man, the three most important lactors in a chemical plant are dciiyn, maintenance and control. The matter of design we may dismiss for the moment on the assumption that when the plant is built. or rebuilt, the design will be intelligently executed so that the resulting plant can be operated efficiently, eco nomically and with the fewest number of operatives. The latter is of particular interest to us, because of its effect on injury occurrence: It controls the degree of exposure. Maintenance is of exceeding importance. Due to the nature of the process carried on, depreciation may run as high as 20 per cent a year or even higher and with equipment expensive in first cost, maintenance expense will increase tremendously if defects are not discovered imme diately and repairs are not made promptly. In many instances, exactness of chemical control will be interfered with or yield diminished in other ways. In some industries it is possible to use existing equipment with a reasonable degree of efficiency as long as it will hold together, but in the chemical industry this is rarely the case and poor maintenance will jatj iiaHKMe-aigflifi--r. i Chemical Section 333 result in production losses and ultimately in other expenses. The requisite of good maintenance is careful inspection of equipment, or better yet. constant supervision of condition of equipment. The importance of the control factor is so evident that It does not seem to require any further amplification. Exactness and ease of control requires not only good equipment but intelligent handling. The latter is, in turn, dependent on having a good grade of intelligent and experi enced labor and the finest sort of intelligent supervision. In other words, we must have good operatives and good supervisors. It is impos sible to build up a forceT of good operatives in a process where workingconditions are unsatisfactory and good supervision is only possible when the operating organization is itself sound and stable. It ought to be obivous from the above tbat the factors of design, organization, supervision, maintenance and control are all mutually correlated and dependent on each other. Each affects operating efficiency, either in the matter of plant cost, plant production or both. Not always is this effect immediate, but it will at least appear ultimately. Poor housekeeping invariably' indicates not only lack of proper supervision and the presence of careless operatives but also the existence of produc tion losses. Spillage of material, leakage from apparatus, escape of fumes (all of which may he also considered to be only forms of poor housekeeping), indicate the existence of operating losses as well as the necessity for operating repairs. Indeed, injuries or occupational poison ings resulting from these conditions might be called "super-indicators" showing that operating inefficiencies exist. The above to some extent presents the situation confronting the oper ating mam and we may now undertake to discover in what way the prevention of accidents in the chemical industry is related to it. In some of its branches the industry has been characterized as "extra hazardous." The justification for this is questionable. We have available two meas ures of accident occurrence: frequency rate and severity rate. Given two plants equally well organized and supervised but one of them a chemical plant and the other not, there should be no reason for greater frequency of injury occurrence on the former. The experience of the duPont Company with a large number of plants bears this out. In fact, the frequency rate for non-chemical plants is somewhat higher than for chemical plants. This does not hold, however, for the severity rate which is apt to be higher on chemical plants than on non-chemical plants. Severity rate is neither more nor less than "weighted frequency." The fact that the severity rate is higher is simply an Indication that a proportionately greater number of permanent disability and death cases occur on chemical plants than on non-chemical plants. Time lost on account of injuries is about the same; it is the "weighting" that makes the difference. This we may lay largely to the inherent hazards of the materials handled. Probably the extreme case Is that of workers on the "powder line" of an explosives plant. Injury frequency for such employment is low but the average severity is high because the process has been so far perfected that only a few men are exposed, but to a 334 fourteenth Safety Congress hazard which is apt to result in severe injury if brought into play at all. This Is probably true to a less degree of other chemical processes. How ever. it is perfectly possible to construct and operate a chemical plant ao that Injuries of any sort are of very infrequent occurrence and long periods may be run with no injuries at all. Furthermore, there is no reason to suspect the existence of a greater proportion of accidents aseribable to "risk of employment," although there may be many injuries so assigned which ctould have been prevented by the installation of safer equipment or by better operating supervision. I have already stressed the importance of maintenance and supervision as affecting the operation of chemical plants. We may, however, regard the subject from a somewhat different angle. - A plant produces by virtue of its physical equipment and its human equipment. There are two stages in the application of these; the organizational stage and the operating stage. The apparatus and equipment must be planned, designed and installed and the operating force must be organized and to some extent, trained. This represents the organizational stage. For the operating stage we must set these two divisions, physical and human, to function and. then maintain them in proper condition to do so efficiently. Injuries and occupational diseases affect the proper functioning of the human part, of our equipment, or at least interfere with its efficiency, but the very circumstances which permit or encourage the occurrence of injuries or poistonings at the same time permit or encourage operating inefficiency, waste, poor yields, excessive repairs or other conditions prejudicial to satisfactory operation of the plant. Defective Equipment Keeps Accidents High Low accident records are impossible on a plant which has defective equipment, physical! or human. If the mechanical equipment is badly maintained there will be break-downs and other interruptions to the orderly process of manufacture which will not only cause injuries but operating losses. Break-downs or interruptions of one sort or another are followed by the employment of what might be termed "emergency methods"--that is, departures from the regular and standard operating procedure. In the year 1922, 60 per cent of the injury severity rate on the Dye Works of the duPont Company was attributed by the plant man ager to the employment of such "emergency methods." Lax or otherwise improper supervision will always result in the occurrence of injuries, but will at the same time be .responsible for production losses, waste oi materials and high maintenance cost. The close connection between a ccident prevention and operating efficiency is incontestable and the operating man who denies the truth ol the statement that "a safe plant is an efficient plant" is simply closing his mind to the truth. This does not mean that every method suggested for the promotion of accident prevention idea in the minds of the employees will bear results in increased production, but it does meax that every fundamental requirement for a safe plant works also in th< Chemical Section 335 direction of creating an efficient plant. Where there is poor maintenance, poor supervision, poor housekeeping and a poor spirit in the organization, we may look for the occurrence o injuries and occupational diseases as well as for high operating costs, low production efficiency, dissatisfaction and high labor turnover. It would be interesting indeed if we could produce facts supporting th< above statements, but it is difficult, always, to measure productioi efficiency and to. correlate it with successful accident prevention. Hov ever, as a matter of interest rather than as a supporting fact, I hav included here with a chart based on the experience of the Dye Works c the duPont Company during the years 1921 to 1924, inclusive, and seve months of the current year. . The chart exhibits two curves. The firs shows the number of pounds of production per payroll hour and. i therefore the rough measure of production efficiency from the angle ' labor expended. The second curve shows the number of injuries p million pounds of production. It is, therefore, a frequency rate based c production rather than upon, the customary basis of payroll hour exposur The variation of the individual curves is of no particular interest to u but I wisb to call your attention to their relative variation. When tl efficiency curve rises the injury curve falls and vice versa. Note th this relationship is maintained for each year shown. This is readi explainable by stating again, that the same factors which make for px duetlon efficiency make also for better accident experience. Safety -: after all, nothing but one form of production efficiency. 336 Fourteenth Safety Congress Chemical Plant Operation Initial Staoea Before closing', I wisbTto revert to the initial stages of chemical plant operation. As a result of the rapid advances that are being made in the chemical industry new processes are being constantly evolved or old processes revised on the basis of new developments. A process which is being introduced and which is for the time being, new, is probably twice as dangerous as when it has( become established, its operators have acquired a certain degree of experience and its equipment can be depended upon. In fact, some of the worst accidents in the chemical industry have occurred during these initial stages. The methods used by the duPont Company to overcome these increased hazards;- and at the same time decrease the possibility of operating losses may be of interest. The processes are first worked out in one of the laboratories operated by the chemical division of the operating department concerned. An operating unit on *`semi-works" scale is then set up and put into opera* tion by the same laboratory until the details of operation and, in par ticular, the controls have^ been perfected. The supervisor of the operating department, under whom works operation, will commence when an oper ating unit has been constructed is then required to carry through the laboratory work in one of the laboratories of the operating department so that he may become entirely familiar with the reaction and controls. He then familiarizes himself with the operation of the "semi-works" unit. In this he is assisted by his foremen who will later be responsible for actual operation. _In the meantime, the design division of the engineering department with the assistance of the operating and chemical department has been at work on the design of the final unit. The safety, medical and fire protection divisions have been called into consultation, not at the blueprint stage, but when the first planning of the unit is undertaken. When the final unit is started its supervisor and probably its foremen have already become entirely familiar with semi-works operation but further assistance in getting it going is rendered by the laboratory men. In this way, the gap that would otherwise occur between the laboratory and operating stages is satisfactorily, bridged and the operating de partment men are not called upon to take over a process with the operation of which theyi are unfamiliar or for a knowledge of which they must depend upon the; statements of others. This system has paid for itself in accident prevention, lowered losses and increased yields. MY EXPERIENCE WITH CERTAIN INDUSTRIAL POISONS William F. Boos, M. Do, Boston, Mass. I am frequently called upon for advice in relation to both the diagnosis and the treatment of chemical and medical injuries sustained in a variety of industrial occupations. My work does not concern itself in anyj way with injuries caused by surgical traumatism. 'a amamiafe^asHK-. -- Chemical Section 337 In many of the cases that are referred to me, the cause of the injury is not definitely known; in others, certain possible causes are alleged, but the clinical picture is not sufficiently like that which has been seen in the past to warrant a definite diagnosis. Another class of cases that I am asked to see includes chemical and medical injuries which have riot responded properly to the treatment used by the plant physician or the doctor of the insurance company. It has been brought home to me very forcibly that In both categories of cases the lack of chemical training on the part of the physicians who see the cases first, or "who treat them subsequently, is the main cause of failure to obtain satisfactory results. In other words, the recognition of a chemical injury and the subsequent treatment of such an injury require, first of all, a knowledge of the chemical behavior of the agent producing the injury. " I realize, of course, that it is not feasible to obtain, for plant work, physicians who are well-rounded chemists; still, the kind of chemical injuries which result in a given industrial plant are usually so limited^ In scope that it would not be difficult to teach tTif. physician in charge the chemistry of the few chemical agents with which he has to contend. But In a true chemical manufacturing plant which puts out a variety of corrosive and poisonous products, the phy sician should, I think, be really well trained in chemistry, and I believe that in this branch of industry the physician of the future will be pri marily a chemist. However, the question of the greatest importance at the moment is: Can we get satisfactory results with the physicians now available, and how? I think this question may be answered in the affirmative, because, to my mind, it is merely a matter of intelligent cooperation between the plant physician and the chemical expert of the plant. In every plant of any importance which manufactures or uses corrosive or poisonous chemical agents, there. is some person who has an expert knowledge of the chemical behavior of the reagents which are made or iksed; he is not always called a chemist, however; sometimes he is the engineer, or he may be the superintendent himself. This official--who ever he may be--can always give the doctor valuable advice, because he knows which reagents to use to neutralize, precipitate, or in other ways render harmless the agent producing the injury. Let me give you an example: Several years ago I was asked to inspect a chrome-tanning plant in which a number of employes had suffered repeated and serious chrome burns of the hands, arms, face, and even of the abdomen. "When a man complained of chrome burns, it was the practice to send him to the plant physician-for treatment; and the doctor, as is usual with practitioners, applied boric ointment, ban daged the part, and sent the man home with instructions to report daily for renewal of the dressing. What was the result? The lesions became more and' more serious, and after a week or so the employe's injury was in a most deplorable state. This is what happens: The chromic acid which was spattered 33S Fourteenth Safety Congress on, let us say, the man's arms, penetrates very slowly through, the skin, and does not at first produce symptoms. But after about twenty-four hours the employe begins to feel a sensation of itching and burning which grows steadily worse. The doctor then applies an ointment, and bandages the arm. By so doing he effectually prevents the removal of the chromic acid; the latter continues to penetrate into the lower layers of the skin, and, at the end of a week the employe, is suffering agonies from multiple, deep chrome burns. The men who are subject to these burns are employes who take the skins from the chrome bath (a mixture of dilute hydrochloric acid and bichromate of potash), and place them first in the washing machine and later in the "hypo" bath. I asked the superintendent who accompanied me if the men who handled the skins after they had been through the hypo bath, were ever affected by chrome burns, and he answered: "Of course not." His answer was evidence that he knew that the hypo solution immediately neutralizes the chromic acid, rendering it harmless-- but did he ever tell the doctor about it? Ho! And there, in the middle of the floor, was standing a great vat of hypo solution, the most efficient cure for, and preventive of, chrome burns known. But because chrome burns were thought tojbe a medical injury or a disease, as it were, the superintendent never dreamed to use his common sense. That is where the trouble lies in most cases. The chemist or engineer is afraid to handle a case which he thinks is medical, while the doctor attempts to cure a chemical injury without having the slighest knowl edge how to neutralize the injurious agent, or otherwise to stop its action on the tissues. iBut if, for example, the doctor were to say to the engineer: "Mr. X.,"T have a man here with some chrome burns on his arms; how can I JQake that stuff harmless?" the engineer would immediately suggest the use of the hypo solution, and the burns would be nipped in the bud. A similar consultation in other cases of chemical injury would pro duce equally effective results in safeguarding the health of the employes, and, incidentally, it would save the insurance company much compensa tion money. In order to emphasize the. importance of cooperation between doctor and chemist, or engineer, I am going to tell you about some short cuts in both the diagnosis and the treatment of a variety of industrial poison ings which were referred to me mainly because of the lack of such co operation. It will be best for me to classify the active chemical agents to some extent, according to' their chemical and physical properties. Nitrous Fumes During my service as physician in chief of a munitions plant which was operated during the World War, I became very familiar with nitrousfume poisoning. There had been, at this plant, a number of fatal cases from the inhalation oLnitrous fumes, and it was mainly to correct this *.vil that I was placed in charge of the medical work at the plant. Chemical Section 389 In tliis short paper I can give'you merely an outline of this interesting and dangerous form of poisoning. Any of you who may desire to know more about the subject will be able to obtain detailed information from a special paper dealing with, nitrous-fume poisoning, which I have in preparation, and which will be published shortly. The active principle. of nitrous. fumes Is NO,, an acid gas. When ii is first inhaled, this, gas causes coughing, a choking sensation, pain lx the chest, and the expectoration of yellow-tinged sputum. If the ex posure ceases, the symptoms subside, and the employe who has beei exposed to the fumes often feels strong enough to walk several miles t< his home. Then, suddenly, he exhibits fulminating symptoms of respii atory disease with progressive edema of the lungs, and in a few-hour he is dead. Some cases recover from the initial edema only to develo; pneumonia within twenty-four to thirty-six hours. Many of the pneu monia cases die, some recover. After the edema sets in there is almoe nothing one can do in the way of treatment, and the outcome is simpl a question of individual resistance. But if the condition is recognize at the start and chemical common sense is applied, the victim of nitrou fume poisoning can be saved in every instance. The present medical treatment for nitrous-fume poisoning as give in books on the subject, i.e., the inhalator and oxygen, is absolute! futile. What is needed is something to stop at once the action of tl nitric and nitrous acids which are formed on the mucous membrane i the respiratory tract, and there is only one agent that will do this namely, ammonia gas. Use an inhalator if you will, but be sure i have the air whieli Is taken into the lungs bubble through a dilu solution of ammonium hydrate. However, the simplest and best methc is to hold a pepper shaker filled with lumps of ammonium carbonate the victim's nose, and make him deeply inhale the escaping ammon gas. The latter immediately neutralizes the acids with the formath of harmless ammonium nitrate and nitrite. *** The same principle applies, of course, to most acid gases and vapo such, for instance, as chlorine, bromine, iodine and sulphur dioxi< It should not be used however, with hydrocyanic acid, which poisons r through any irritant acid properties, but by reason of a specific acti of the CN ion on the respiratory center, causing paralysis of respirati with consequent asphyxia. As long as the victim of HCN poisoning still breathing there is hope of saving him by artificial respiration, cause hydrocyanic acid, being very volatile, is quickly excreted. Benzol In the case of benzol poisoning there is no chemical antidote, s the only measures which give any hope of succor are immediate remo to fresh air and artificial respiration. In one ease which came urn my observation a man bad been ordered to clean the inside of a ben 340 Fourteenth Safety Congress retort which had but one tabulation. He was heard to laugh and shout boisterously. A fellow worker who recognized in these symptoms the be ginnings of benzol intoxication tried to pull him out. Failing in this, he crawled into the retort himself, and with much effort succeeded in pushing his already unconscious friend out into the open. But the time required was too long, and the rescuer died in the retort, while the first victim recovered. Turpentine Turpentine poisoning, again, is an important form of industrial poi soning, because the usual medical diagnosis is lead poisoning. As an example of this common error, I will cite two cases which were referred to me at the same time from a plant manufacturing automobile bodies. These men were employed to spray a black varnish or finish on the bodies. They were gradually taken ill with extreme pallor, nausea, vomiting, abdominal cramps, and a form of neuritis. The local doctor saw them, and because they were said to be painters and on account of the symptoms given above--all of which are in keeping with lead poi soning--he called them lead cases. They were referred to me for treat ment. Neither of the men showed a lead line; there was no suggestion' of wrist or toe drop, and the excreta did not contain lead. The red cor puscles showed granular stippling associated, however, with a low per centage of hemoglobin. Tasked for samples of all the materials used by the men in spraying and found them lead-free. Further study of the cases then convinced me that they were cases of turpentine poisoning. A suggestive fact In these cases was the statement, on the part of both men, that they never had felt any ill effects during the summer, but that their symptoms had started with the closing of the shop windows in the cold weather. _= I think it is very evident that these cases were not properly investi gated before the diagnosis was made, because, as I learned subsequently, the superintendent knew perfectly well that the spraying material was lead-free and it was a puzzle to him .how the men got their lead. Nevertheless, he accepted the medical diagnosis and did not discuss the matter with the doctor.-- Perhaps he thought that some volatile com pound of lead emanating from another part of the factory was the cause of their illness; for there seems to-be a more or less generalized belief that such compounds do occur, in the ordinary lead and paint in dustries. This, of course, is absolutely erroneous; when lead poisoning comes through the respiratory tract, it is some form of lead dust that is inhaled. But to return for a moment to turpentine--I shall have occasion later to say a little more about plumbism--I have seen so many cases of dis ability caused by turpentine, all of which were diagnosed as lead poisoning, that I have decided to publish my material, giving special attention to the differenial diagnosis between the two forms of intoxica tion. . first Chemical Section 341 Wood Alcohol Wood-alcohol vapors frequently cause pronounced irritation of the mucous membranes of the eyes and nose. This alcohol is used by the optical trades in conjunction with other substances, such as banana oil, in special cleansing fluids. The cases which 1 have seen were called poisoning by banana oil; the fumes of the latter are, however, quite harmless, and when grain alcohol--or grain alcohol denatured accord ing to some formula which does not call for wood alcohol--is used in place of wood alcohol, the irritant properties of the cleanser disappear. Acid and Alkali Burns It is in cases of acid and alkali burns that a lack of chemical sense is particularly serious. Many such burns have been referred to me be cause they grew steadily worse under the treatment of the plant or local physician. The reason for this will he apparent when I tell you that for the average doctor a burn is a burn no matter what the cause, and the treatment is always the same, namely, carron oil (equal parts of linseed oil and lime water) or boric ointment. These two prepara tions make an excellent protective coating against the removal of acid, alkali, or, in general, corrosive poisons, and as the result of their ap plication the destructive penetration of the skin continues, until, at times, the loss of a limb is threatened. When a chemical burn is sent to the .doctor, he must find out what caused the burp, so that he can immediately render the corrosive agent harmless, either by neutralization or by precipitation In form of an insoluble salt. Now, questioning of foreign, ignorant laborers does not lead far; they often work with both acids and alkalies, and they, don't even know the names of any of the reagents. As a- rule, too, the fore man doesn't know what caused the burn, or he may be entirely mis taken In his opinion, and may thus cause the doctor to err through mis information. Therefore--in the vernacular--it is up to the doctor tc find out for himself, and he can 4o this by applying bits of moist litmus paper, botb blue and red. directly to the wound.. If the paper turns red he bathes--or better--soaks, the injured part in a five-per cent solutior of bicarbonate of soda^ until all trace of the acid has disappeared. If, or the other hand, the paper turns blue, he employs a three-per eeni solution of acetic acid as a wash or bath. Then, when he feels suri that the neutralizing wash has thoroughly penetrated the wound, h< may resort to ointment and bandage. Alkali wounds are more apt to give trouble than acid wounds, becaus' the natural alkalinity of the tissues tends to neutralize the action o an acid agent; then, too. the acid albuminate which is formed is dil flcultly soluble and, in time, checks the further progress of the aeit Into the tissues; while alkalies, on the other hand, form very solubl alkali albuminates, which do not Interfere with the continued pen trating action of the alkali into the defenceless tissues. For this ref mri.. . anwiemet -3HBSJ .... MMawwia ndiu UiMi 342 Fourteenth Safety Congress son alkali wounds must be bathed a very long time, and preferably with occasional change of the dilute acetic acid. When the latter is not available, equhl parts of vinegar and water will do just as well. .-- Chrome Burns I have spoken previously of chrome burns. When these are still small and nodular, or when the vesicular stage is just beginning, the bath of hypo solution (sodium thiosulphate) is the best neutralizer. But in the later stages, when the burn is deep, painful, and very tender, it should be treated with U. S- P. lead and opium wash, the lead-acetate content of which ` causes insoluble and harmless chromate of lead to be formed, while the opium soothes the pain. Look out for chrome burns! I don't know any caustic agent that will keep on burrowing and burrowing into the tissues like chromic acid. I once saw a hole in the back of a poor fellow's hand which went almost through to the palm, and yet it was just a neglected chrome burn. Polishers and finishers of leather shoes are frequently the victims of a very persistent form of dermatitis which resembles eczema. The irritation is commonly due to alkaline agents which are present In the finish or dressing, one that is used: for patent-leather shoes being the greatest offender. It is almost impossible to compel the employe to wear gloves at his work, but it would be feasible to place within his reach a dilute solu tion of acetic acid to be used occasionally as a wash for his hands. Oxalic acid is often present in dressings and bleaching fluids for white shoes. It produces a dry, scaly dermatitis of a very persistent character. Oxalic acid is practically as injurious for canvas and leather, as it is injurious for the human skin, and in my opinion its use should be discontinued. . _^ Cyanide Rash In the jewelry and watch making trade and in silver plating, cyanide solutions are much used. They cause localized burns, but more fre quently they produce an eczema-like eruption of the skin of the hands, arms, and even of the face. The involvement of the face is due tc thoughtless scratching or rubbing of the chin, nose, forehead or eye brows by a worker whose hands have been in the solution; women es peeially, have a way of brushing back a lock of hair from the temple or forehead while they are dipping pieces of jewelry into a cyanide solution, and these are therefore favorite sites of the cyanide rast with female workers. Frequent repetition of such transference to the skin of the face is apt to produce a very resistent dermatitis. In these cases, again, the local physician diagnoses eczema, and treats the. lesions with an alkaline wash which, of course, tends to intensify the cyanide action. As in all cases of alkali burns, the affected parts should at once be treated with a dilute solution of acetic acid to neutralize the cyanide and thus to stop the alkaline penetration. Chemical Section 343 Phenol Phenol burns are among the lesions which require very prompt atten tion; but there is nothing which can be used to neutralize the phenol itself, and on account of its slight solubility in water, washing of the affected part with plain water is simply a waste of time. Phenol is, how ever, very soluble in alcohol, and therefore this solvent can be used to advantage in removing the phenol from the injured part. In plants where carbolic acid is used to any extent, there should therefore be an abundance of first-aid cabinets containing large bottles of some form of denatured alcohol. One difficulty with this prophylactic measure lies in the craze on the part of many workers for all kinds of alcohol. The supply could be protected against pilfering, however, by having the door of the cabinet opened by an electric button connected with an alarm. ___ Phenol is taken up quite readily from the skin, and if a large area has been exposed to jit, death may easily result from the action of the absorbed phenol on the central nervous system. In cases of this kind the local action on the skin may be very slight. Heavy Metals The heavy metal which interests us most is lead. Mercury and arsenic also claim their victims, but I see cases of poisoning by these two metals only very rarely. I ffiean, of course, industrial cases; of homicides and suicides from both mercury and arsenic I have seen my share bnt in dustrially speaking, arsenic and mercury poisoning are infrequent in th< Boston district. I ^recollect, however, having seen several cases o chronic mercurial poisoning in thermometer makers. The number of lead cases I have been asked to see is very large am I feel that the subject of lead poisoning is a most important one. It recognition requires a very careful physical examination and com plete examination of the blood, urine and stool as well. I do no! intend, in this general paper, to dwell at any length on the subject c lead, but I would like to call attention to certain facts: Lead compounds being quite easily absorbed through the mout or the respiratory tract, most of the employes who are brought int daily contact with them absorb more or less lead and, as a result, the are constantly excreting traces of the metal; this, of course, wfthot necessarily showing any signs or symptoms of lead poisoning- In otiu words, the fact in itself that a. man is excreting slight traces of lead i the urine or stool, does not mean that he has lead poisoning; it is on when the complete clinical picture is strongly suggestive of lead poiso ing that the presence of lead in the excreta is of importance. The; is no question that many employes are being paid compensation insti ance for illnesses that have nothing to do with their work, simply t cause lead was found in the excreta. A case in point: L. H., 53, foreman in a paint shop. Has been a painter 35 years, b 344 jrauneenav o/ eiy o wuyt cos never before has had an attach of painter's colic. For the past year he has suffered from abdominal cramps, coming at first once a month, then every week, now every second day. No paralyses, questionable, lead line on lower incisors, slight granular stippling of red cells, trace of lead in urine and stool. My physical examination convinced me that his tenderness and colic were associated with the right kidney, and when I asked him to bring me the twenty-four hour urine, I found it to be dark red with blood. The man had a stone in the right kidney. It was removed by oper ation. and be made a complete recovery. The lead in the excreta and the lead line, as also the granular stippling of a few red cells--the result of a profound secondary anaemia--com pletely misled his doctors The employe in question is a man of careful habits, who never fails to wash his hands before eating a meal. Since he never scrapes down old paint, he Is not exposed to the inhala tion of lead dust, and he has been a painter for thirty-live years with out ever having had an ^attack of painter's colic. These facts should have made the doctor hesitate in making a diagnosis of plumbism. A word about the treatment of lead cases: The main organ of excre tion is the liver, and therefore its activity should be stimulated' by bile or bile salt medication, Coupled with a good cathartic, such as licorice powder. As a result of this medication we get relief of constipation and Increased elimination of lead from the system. The local paralyses should be treated by the air-cooled ultra-violet lamp in conjunction with massage. Potassium iodide may help to improve the general condition. - but as a lead elizninant it is a fallacy. Copper and Zinc Industrial copper poisoning, I think, is unknown. A diagnosis of zinc poisoning should not be made in the absence of the characteristic and ever-present zinc (or brass) chills. Trade Anaphylaxis A subject which has claimed the attention of physicians more recent ly, and which I think is destined to play a part of some importance in industrial medicine, is that' of trade anaphylaxis. It has been found that in a' variety of trades certain- workers develop a peculiar sympton-complex similar to that of hay fever, I. e., swelling and watering of the mucous membranes of the nose and eyes, sneezing, cough, bronchitis, and asthma.' The reason for this illness is to be found in their sensitiveness to the proteids contained in the material with which they work. Thus we find millers and bakers sensitive to wbeator rye-flour dust, and leather workers, who are troubled by the dust from some special kind of leather, be it cowhide, horsehide. pigskin, and the like. Some carpenters and cabinetmakers are made ill by the dust from certain kinds of wood, such as pine, oak, maple, birch hem lock, mahogany, and so forth. Mattress makers are troubled at times Chemical Section 345 by tbe horse dander in the horsehair which they use, and wool sorters are occasionally sensitive to the sheep's dander in raw wool. casesTrade anaphylaxis should be thought of in all where the symptom complex which I have described above is alleged to be the result ol working in a dusty atmosphere, which, however,' has not troubled othm workers. Before I close I shall say- .a few words about a form of Indus crial poisoning which is not chemical. I refer to tbe cases of furuncu loeis occurring In trades which require the use of oil for various kind) of lubrication. In some cases the skin injury results from an irritan in the oil itself, bnt I think-these cases are rare. It has been my expc rience that the workers affected are usually uncleanly in their habits *hey never bathe, and therefore oils, especially the heavier ones, ac mechanically to occlnde the pores in the skin, and to keep them plugge with dirty, infected material which favors the development of furuncle and boils. In all trades therefore in which the workers are apt to hav their arms spattered or smeared with oil, it should be made obligator for the employe thoroughly to scrub his arms and hands with a sol brush and much soap and water before he leaves the plant.. This pr< cedure, will in my opinion, eliminate most cases of furunculosis froi oil or grease. _ STATIC ELECTRICITY IN CHEMICAL AND OTHER INDUSTRIAL PLANTS C. C- Perry, Aetna Life Insurance Co., Hartford, Conn. So much has been written on the subject of static electricity, and i many excellent resumes of the subject are available, including the Sa Practices Pamphlet of the National Safety Council, that^it has been tJ writer's desire to present, if possible, phases of the subject which eith have been overlooked or not completely or satisfactorily solved. It h been our thought to bring many of these things up for discussion, ev> though no real solution, is offered as it Is felt that there are sevex things that might well be made the subject of further experimental i search and that a discussion of them at this time might prove useful. Static electricity is usually associated either with insulators or insulat conductors. The charges usually result from the separation of unll substances. If the unlike substances are conductors, it is very hard separate them so carefully that the charges do not flow to the last poii in contact and neutralize each other. If they are insulator the chars remain, and the work done in separating them against the force electrical attraction becomes available as the energy of the spark wb the potential has arisen sufficiently to produce a spark. Charged bodies bother us in two principal ways: First they either tract or repel other bodies which are oppositely or similarly charg Second, If the charge has accumulated to the sparking point the result! spark may set fire to inflammable or explosive material which may '~_r 346 Fourteenth Safety Congress nearby. Furthermore, if the spark takes place to or from one's body an unpleasant shock may be produced. This last condition, even when un attended by fire hazard inay be dangerous. One case has come to our attention where workers in the woodworking department of a large manu facturing establishment were upset by the large amount of static electricity which accumulated, apparently from high speed belts. The men got so worked up over the repeated sharp shocks received that they became "gun shy" of the machines and were so timid in placing work on the planers and saw tables that many minor accidents happened and much work was spoiled. Grounding the shafts and frames of the machines and draining the static from the belts increased production and greatly reduced accidents. . Electro-static attractions and repulsions give rise to a great deal of trouble in the handling of such insulating materials as paper .and textile fibres. While this is frequently confined to difficulties in carrying on the required process so as to get a good product, it is not always true that the accident hazard is unaffected. For example when sheets of paper are handled rapidly in a dry atmosphere they acquire a decided charge. It is difficult to stack them, and to jog or shake them into a smooth pile without air spaces between the sheets. When a stack of paper sheets are placed upon the table of s guillotine paper cutter it is necessary to clamp them solidly just back of the point of operation of the knife. If the sheets are charged there is difficulty in getting them properly clamped, and many injuries have been received while reaching in in an effort to smooth out such a pile of paper. A similar hazard is found where paper is hand fed to some sorts of printing presses. If the sheets are so charged that they will not readily slide into place against the stops, there is a tempta tion to reach in and smooth them into place. To do this is of course ex tremely dangerous and results in many serious hand and finger injuries. This hazard is largely eliminated by getting rid of the charges. There are in general two common methods employed. The air may be kept very humid, which will render the paper or fabric moist enough to be in a sense at least a conductor, so that the charges which might tend to form are discharged to the machine or any other grounded conductor which the paper or fibre passes over. Indeed it is doubtful if damp ma terial will become charged to any appreciable extent because the charge will flow back and neutralize at the instant of separation. The other method is the use of the static neutralizer, a patented ma chine which seems to have been very successful in the paper and textile industries. This machine consists of a bar over or under which the paper or fabric passes without however actually touching it. The bar may be supplemented by a second bar so that the paper or cloth passes between the two. In either case the bar or bars are connected to a source of fairly high alternating voltage, but of such a sort that the energy available to cause a flow of current is very small. It is said to present no hazard, from accidental contact of operatives on this account. The bar is provided with sharp points extending toward the surface of Chemical Section 347 the material to he discharged but not touching it. The charged points dissipate the charge on the paper or other charged material very ef fectively, probably by carrying the charge off or neutralizing it with a like charge of opposite sign. The exact manner of operation is not of great importance in stich a discussion as the present. There has been a good deal of discussion as to the wisdom of employing this kind of ap paratus in places where there is an exposure to inflammable or explo sive vapors and gases. There is no doubt that this device will dispel a large part of the troublesome static on a fabric for instance but the use of the machine in such a location has not been universally approved, as there is a feeling that it is unwise to expose a conductor such as tbai of the neutralizing bar at a voltage capable of producing a spark, in suck a location. The makers of the equipment claim that it is very effective in work of this kind. We have not sufficient data on this application t< warrant an opinion, hut are inclined to the view that it is not a ver; satisfactory device in such a location. Some Thoughts On Grounding In this connection one or two thoughts on grounding are perhaps pei ' tinent. The question of whether or not the grounding of shaft hangers i a sufficient means for preventing the accumulation of a charge on th shafts they support is still an open one. Many statements apparentl supported by fact have been brought forward to prove that the .oil fill in the bearing is a sufficient insulator to make the grounding of th hanger practically useless. On the other hand many plants have foun it effective. In this connection a condition well known to the deslgnei of electrical machinery has been brought forward to further support th idea that the film oLoil need not be taken seriously. In many types < machines, particularly those having rotating fields, either motors or ge erators there is a tendency for current to be induced in a circuit co sisting of the shaft of the rotor and the frame of the machine. This is "one turn*' circuit and so the voltage is necessarily very small indee certainly trifling as^eompared to that found where there is troubleson static. Hence if there was any very appreciable resistance at the oil fill two of which are in the circuit, current would not flow. Quite to the ca trary however, current does flow, and manifests itself in local heatir loss of efficiency, and frequently in the pitting and heating of the bes ings. This is so pronounced that in many machines provision is made definitely insulate the bearing pedestals with a layer of insulating n terial between the'bearing structure and the base. While it would seem hard to believe that there is a very high resi ance inherent in the oil film in a bearing, still if the exposure is serio there can he no possible objection to grounding the shaft itself by mea of a brush. It has seemed to the writer, however, that if a brush is toe used, then a more substantial arrangement than the wooden sti faced with sheet copper which has received so much publicity, woi well repay the added cost. A grounding brush on a shaft is someth! 348 Fourteenth Safety Congress * which does not have to be inspected or overhauled in order to make the plant run. It will wear and as soon as the copper has worn through is of little value, yet the safety and integrity of the entire plant may hinge on its being the job. Since this is the case, why not use some one of the many commercial copper brushes, either laminated or gauze, which are used so largely on electro-plating dynamos, and which would wear for a very long time indeed with little attention. Certainly if the spring ten sion on the brush is light enough for it to run without appreciable wear, then there is a measureable resistance "drop" at the contact which may be of the same order of magnitude as that at the oil film especially if the atmosphere is dirty. A series of resistance measurements, from shafts to hangers, in actual plants under working conditions should not be so very hard to make, and would go a long way toward, settling the question once and for all. Where Grounding of Shafting la Useless There are clearly many cases where the grounding of shafting' is use less, even in connection with high speed belts. For example all drives which are made with wooden, paper, or wood faced pulleys. There may be some advantage gained from the fact that probably a wooden or paper pulley would not give so great a charge with a leather belt as a metal pulley, but if this is so, then the wooden pulley should give a larger charge on a rubber belt than would a metal one. The above statement is based on the relative places in the table of contact e.m.f., and not on actual experiment. Data on this point would be of interest. The only thing which suggests itself in the case of the wood pulley is to collect the charge as fast as it is formed from the face of the pulley just as would be done from the face of the belt, that is with a comb or its equivalent, mounted on the "open side" of the pulley, at a point midway between where the belt approaches and leaves. The belt should also be drained in the usual way. Finally it is well to bear in mind that in many cases the belt can be eliminated entirely, substituting chain or gear drive and entirely preventing this particular sort of static difficulty. Practice of Grounding Machines to Sprinkler Pipes Another point in connection with grounding has been brought to our attention in several cases and seems to warrant comment. We refer to the practice of grounding machines to sprinkler pipes. If the sprinkler system is a wet one, well and good. In that case the> ground is probably excellent, provided that the* sprinkler piping is attached to a city water system, or in part at Jeast carried under ground, or connected to a steel tank which is effectively grounded. So many sprinkler systems, however, are built on the dry principle, where the pipes are full of air unless a head operates, that they present only a very indifferent kind of ground, as their effectiveness "depends on the condition of a very large number of pipe joints, made up with white or red lead or some other thread "dope," or perhaps flanged joints separated by an insulating gasket so It would Chemical Section 349 seem best not to use sprinkler pipes at all, but either to ground on water pipes, or else to run. independent ground lines of ample size to some form of approved ground plate, pipe or rod. The mere establishment of a good ground does not always help out as much as we anticipate. Mention has been made of the fact that it is insulators which usually acquire a charge. Sometimes the particular insulator which is charged will be a silk or woolen garment at the. dry cleaners, sometimes it will be the fabric which is being coated in a spreading machine with a rubber, artificial leather or other coating, sometimes it will be shoe soles or lining material which is being coated with rubber cement, or it may be some form of granulated or pulverized material falling through the air, blown through pipes or agitated in tumbling barrels, or finally it may be an oil or other non-conducting liquid flowing through pipes, falling in drops or forced into a spray Any and all of these things acquire static charges, as do many others not mentioned at all. Much of the material mentioned is in itself inflam mable, sometimes even explosive, and in many other cases the process of either acquiring or giving up the charge takes place in the presenc< of some'other inflammable or explosive substance. Hence it is necessar; to try and get rid of the charge as harmlessly as possible or to eliminafc the possible development of a fire or explosion by removing some o the conditions which make that possible. If a charged insulating fabric; like a piece of ' silk, is placed on grounded metal table top, very little if any effect will be noted as regard \he charge on the silk. This is because the silk touches the table to in only a relatively few points, having in mind the entire surface of eac thread and fibre of the silk. If each bit of silk fibre did touch the tabl< the charge would doubtless disappear. As it is, the charge immediate] at the points of contact undoubtedly does disappear, but since the charg cannot flow along the fabric and out from these points the total drainag of charge is as .said above negligible. If we could have wrapped a co ducting envelope about the silk in such a way that it did touch the entii surface of each fibre of the fabrics, and then if in addition the conducts envelope was grounded, probably there would be no trouble in dischargii the piece effectively. This is in effect what is accomplished when t! air is humidified to cut down on static. The air, carrying conducti: water vapor forms Just about that kind of an envelope. When Silks Are Lightly Steamed Another thing which will help is to mix some kind of conductor timately with the fabric, a result obtained when silks are lightly steam before running through a dry cleaning operation to prevent trouble frt static. Here the water in the fibre of the silk conducts away the chax as Cast as it is formed to some grounded part of the machine. A th: method, sometimes successful is to arrange our processes so that th< may he a mixture of substances which acquire opposite charges, neutra ing each other. In. airplanes, the fabric is coated with a substance wh 350 Fourteenth Safety Congress takes the opposite charge from the fabric fiber. So also it has beea found that in dry cleaning silks, much more trouble from static is experienced from the soft unsized materials than from taffetas which are heavilysized with a material of opposite electrical characteristics to that of the silk. Likewise many dry powders and ground products are troublesome unless mixed with some other pulverized material which develops a charge of opposite sign. The greatest trouble comes when the charged substance must be heated, either to dry it or for some other reason. In either case the moisture Is driven off, and the benefit of any humidity which might otherwise have helped is lost. If we cannot drain the charge off a given material with moist air, what other agency is avail able? Frankly we have nothing practical to offer. It is interesting to speculate on the effects of some of the more powerful ionizing agencies. If it were practical, for instance, to saturate the air with gaseous ions from a powerful beam of X-rays, it is probable that the effect would be better than that had from moisture. The obvious difficulty here is that the remedy might well be infinitely worse than the disease, owing to the extreme hazard to which all the workmen 'would be exposed from the accumulative effects of repeated doses of even very weak X-days. Strong beams of ultra violet light present difficulties nearly as great. When All Other Means Have Failed When all other means have failed it is often possible to so control the conditions under which the troublesome operation takes place thai the hazard is removed. Dry cleaning operations have been especially troublesome, because of the fact that all the remedies proposed suet as grounding, humidity, handling the materials to avoid a spark above the surface of the inflammable solvent in the washing machines, allow ing the machines to stand for a time with the cover on to permit the charges to become equalized before opening, etc., have failed Will some kinds of goods and under some sorts of conditions more or led essential to the business. Apparently at least one manufacturer equipment for dry cleaning has solved the problem in a way that 1m in it much that would seem valuable in connection with other rtaagniw operations. The scheme is simple. The gasoline or other vobtfle aadmsM to be used as a cleaning medium is kept in a closed system, oat of com tact with air. The washing machines are arranged to be dotted atfcr ddi The basket in which jthe goods to be washed are placed is CjomUWUM of tubes expanded into headers to form a skeleton tumbling barrel tnldi the washing machine. This basket can have steam circulated through the tubes and headers to heat it. The basket also can be rotated both a high and a low speed. The process of cleaning is about as follows: Goods are placed in the basket of the washing machine and the door ii tightly closed. Then a vacuum pump is connected to the machine am the air is exhausted. When a sufficicent vacuum is obtained the valve t< the gasoline storage tank is opened and the gasoline flows in under tin suction Of the vacuum, pump. Suction is continued, until, there is no ap n jjggfe' i' i:L._ ~y Chemical Section 351. preciable air in the washing machine, only gasoline and its vapor. Then the washing operation proceeds as usual, except that it is possible to turn steam into the tubes, of which the basket is made and heat the gasoline so that a more'effective cleaning than usual is had.- When the goods have run the alloted time, the machine is not opened, but the suction connection is again opened and the gasoline is drawn off leaving a rather good vacuum in the machine. The heat is turned- on the tubes of the basket to evaporate the solvent, the suction being maintained, and finally the basket is rotated at its highest speed so that it acts as a centrifugal. In all the process of washing and drying the machine at no time contains air, and when the goods are finally removed, they are both dean and dry so that if a spark should be drawn from them no special danger is present. In addition to the safety feature the pro cess is said to develop a marked saving in volatile solvent, as all the vapor is condensed and recovered. A recent development of great interest in connection with the danger Of fires and explosions from static sparks, is the development of solvents having a much higher flash point than those which have been in com mon use. The dry cleaning industry is studying with great interest a solv ent much less volatile than the gasoline or benzine formerly used. The product with which they are experimenting is not non-inflammable, but it is much more nearly so, and has a flash point as high as 110 degrees F. It appears to be a heavier fraction, distilled from petroleum between the temperatures of 300 degrees and 400 degrees F. from which all unsaturated hydrocarbon have been effectively separated. The statement is made that this new solvent is a little slower than gasoline, but a little better for heavy greases and tars, while a longer time is required to dry the goods free from odor. However, there have so far been no instances of explosions or fires where the new solvent was in use, the percentage of loss through evaporation is several per cent less,, and while it was at first, difficult to get, there is now an interest aroused among the oil pro ducers and the material will be available in proportion to the demand for it. We. of course, cannot say off hand to what extent this new solvent <-n be made to replace the more familiar light distillates in the chemical rubber industries, if at all, until there has been a record of its be ktrior which will require much experimental study. However the ad vantages to be gained if such a substitution can be made are very great First there is the reduction of fire hazard, said to have already produced a reduction in the fire insurance rate in some cases. Then there is th< t that the solvent being less volatile presents a lesser exposure fron tKa standpoint of the health of the workmen, since with any particula ventilating system there will be a less amount of vapor to handle, and s< there should be a corresponding improvement in the air condition, am finally, there Is the gain from lessened evaporation losses said to be cor ervatively estimated at from 13 to IS per cent. A typical specificatio for such a solvent, recently published by J. W. Stoddard in the "Cleanin and DycJng world." follows: 352 Fourteenth Safety Congress Specifications For Cleaner's Setrti-Non Flammable Petroleum, Naptha < Gasoline. > The cleaners -naptha shall be free from undissolved water and sus pended matter. The color shall be water white. Doctor Test: The doctor test shall be negative. Unsaturated hydrocarbons: Not more than two per cent of the Naptha shall be soluble in concentrated sulphuric acid. Distillation range. The temperature limits for distillation range are: Initial boiling point not. less than 138 degrees C (280 degrees F.) The dry point shall not more than.215.5 degrees C (420 degrees P.) Aromatic hydro carbons: The naptha shall not contain aromatic hydro carbons such as benzine, toulene, etc. Odor: The odor shall be sweet. The tests mentioned in the above specifications shall be made and in terpreted in accordance with Bulletin No. 5 Report of Committee on Standardization of Petroleum Specifications, TJ. S. Bureau of Mines. In closing, it seems well to mention the fact that after all static elec tricity is able to account for only a portion of the serious explosions anc fires which have occurred in. industrial plants. Wherever inflammable solvents are used, or inflammable gases or vapors are present, hazarc exists. We should by all means take the steps necessary to eliminate static electricity, or its effects, as . far as possible but we should, o course continue to eliminate the inflammable gas and vapor hazard a the same time by care in handling, good ventilation and general' goot housekeeping. ADJOURNMENT Construction Section September 29 and 30, 1925 Wl F. AUSTIN, Chairman President, W. E. Wood Company, Detroit, Mich. E. C. HARDING, Vice-Chairman General. Superintendent, Ferro Concrete ..Construction Company, Cincinnati, Ohio C. H. ALMSTEAD, Secretary Personnel & Safety Activities, Dwight P. Robinson & Company, New York City TUESDAY MOBNINO SESSION HE CONSTRUCTION Section of the National Safety Council met at the Hotel Statler, Cleveland, Ohio, at 10:00 o'clock, W. F. Austin, Chairman, presiding. CfTATgiffAN Austin: As chairman of the Construction Section for the past year, any report that I would make would, consist chiefly in com plimenting and thanking the gentlemen who have been so dependable and so helpful in the work that we have done this .year. We have, had executive committee meetings in Chicago, Detroit and Cleveland. Secretary Almsteajd: I want to thank every one sincerely for what they have done for this Section. I hope they will keep up their good work in the Construction Section. Mr. Tubesing (Chairman of the Membership Committee): As chair man of the Membership Committee of the Construction Section, I wish to report as follows: We have 75 full-fledged members. Since our meeting in Chicago the Associated General Contractors of America have been active in the safety movement. A meeting was held at Milwaukee on September 24th, at. which Fred M. Wilcox, chairman of the Wiscon sin State Industrial Commission, was present. Your committee believes that our membership must be kept alive by some definite activity throughout the year. Chairman Austin: What is the net result on membership? Mr. Tubesing: We lost eight, and I wrote a personal letter to all those who cancelled their membership, and I got a reply from two who stated that they were not in close enough touch with our work. Mb.- Daxzeil (Chairman, Bulletin Committee): During the year eight een construction section bulletins appeared in the National Safety News. 353 354 Fourteenth Safety Congress Of these, the Bulletin Committee of last year prepared sixteen. I want to give particular credit to Mr. Almstead, Mr. McMullen, Mr. Harding, and Mr. Woedtke for their help in the preparation of these bulletins. Chairman . Austin : At the request of the national Safety Council, your chairman appointed a Nominating Committee some weeks ago, and, for your information, that committee consists of Fred Hulbert, chairman; Leo Woedtke, of the Fred T. Ley Co., of Springfield, Mass., and F. A. Davidson; and I think that, at the proper time, they will have a report to make. The address of welcome to the Construction Section is to be made by Wm. D. Guion, Commissioner of Buildings of the City of Cleveland. ADDRESS OF WELCOME BY WILLIAM D. GUION I bid you a most hearty and sincere welcome to our great city. In Cleveland we have the largest, most aggressive and active builders' ex change and city chapter of the Associated Master Contractors in the country. Here in Cleveland we are free from politics. Our department has been unhampered by politics for a good many years. When you go back to your communities, get behind your building departments; take an active interest in your municipal activities, and free your depart ments from politics.___As you know, there is no set of rulings or ordinances that has a more direct influence on a community than the building code. It must administered-properly, and if you take an inter est in your communities, you can keep your departments free from politics, and see that the right men are put into office and kept there. In Cleveland we have men in the building department who have been members for. five, ten, fifteen, twenty years--in fact; we have one man who has been there 28 years. I, myself, have been connected with th department for fourteen years. It is rather a coincidence that I should be speaking here at the Fourteenth National Convention of the Safety Council, when I am ^Celebrating my fourteenth year of service in the building department. jT assure you that Cleveland is proud that you are here, and, remember, the latch string - is on the outside. Chairman Austin :___We are honored in having the representative oi the Industrial Commission" of Ohio,:.Thomas J. Duffy, who will speal on "Accident Prevention as an Investment." ACCIDENT PREVENTION AS AN INVESTMENT Thomas J. Duffy, Chairman, Ohio Industrial Commission, Columbus, Ohic At the present rate of compensation provided in the Ohio Workmen' Compensation Law, the dependents of a worker killed in the course o employment may be awarded ?6,500. That is the maximum death al lowance. If the death has been caused by the failure of the employe to live up to specific lawful requirements for the protection or safety o the workers, an additional award, as high as fifty per cent of th Construction Section 355 original award- may be made to these dependents. This, together with the allowance of $150.00 for funeral expenses, brings the total amount to $9,900. If a workman is injured., and that injury causes a perma nent total disability, and that injured worker is granted the maximum weekly allowance of compensation, a'nd he lives for ten years after the injury--as you perhaps know, we pay compensation in Ohio for total permanent disability for the remainder of life--if he lives ten years, he- would be paid . $9,750.00. Now, if the death is caused by failure of the employer to live up' to lawful requirements for the protection or safety of the workers, and a fifty per cent additional award is made, the amount, in ten years, paid this injured worker, would be $14,625. Now, if this same injured worker should live for twenty years after the injury, the amount of compensation . would be $29,250, and we have in Ohio, at the present time, a few cases of permanent total dis ability, in which the claimants give every promise of living for more than twenty years; such cases as, where they have lost both hands, but are otherwise in a very healthy state. You can1 see that by preventing one death, the individual employer may save as high as $9,900, or, by preventing one case of permanent total disability, he may save as high as $29,250, either for himself or for the state insurance fund. Need I present any argument to convince an employer that this would be a profitable investment for him, as an individual? Now, let us see how it affects employers, collectively. During the 5-year period beginning Jan. 1, 19.20, and ending Jan. 1, 1925, the total amount of the awards of compensation under the Ohio Workmen's Com pensation Lav was $62,109,094. Ten million, eight hundred sixty thou sand three hundred sixty-nine dollars of this was in the building con tractor's classes. Now, just think how much Industrial safety work could be done by this aniount of money; or with a comparatively small fraction of it. In fact, we are boasting in Ohio now that we are going to have $100,000 to carry on the expense of a new safety department. Compare tliat with this $62,000,000, and there you have a lesson. Now, if we could cut industrial accidents in Ohio down to one-half of what they have been, it would mean a saving of $7,000,0.00. a year, and more than a million and a half of this would be in the building contractors' classes. Wouldn't this be a profitable investment for the employers of the state? _How Society Is Affected- Now, let is see how it affects society. The awards of compensation made under the Ohio Jaw for the year 1924 amounted to about $14,000,000. The rate of compensation is two-thirds of the average weekly wage, with a maximum weekly payment of $18.75. Now, if there were no workers in Ohio who' earned a larger wage than that which is neces sary to entitle them to the maximum weekly compensation, these figures would show that the loss in wages, as a result of the industrial acci dents in Ohio, for the year 1924, would be $21,000,000. But, in addition to making allowance for those who earn higher wages, we must take ~r SI 356 Fourteenth. Safety congress into consideration that no compensation is paid for the first week < disability, and we would have to add not less than a million and a ha for this factor, alone. In addition to this, we would have to add tl wages that would have been earned during the period of life expectant of those who were killed, and of those who were . permanently an totally disabled. By taking into consideration all of these factors, it. safe to say that the loss in wages, resulting from the industrial act dents in Ohio, in 1924, amount to no less than $35,000,000; and I belief the figures would come closer to $40,000,000. In other words, as result of these accidents. In 1924, society has lost the wealth th; would have been produced by $35,000,000 worth of productive labc Economists tell us that we are not yet producing enough of any the things that are necessary to permit all the people to live up a high standard of comfort; and I think this is pretty well demo strated. They say, for instance, that it would be necessary to bui many more moderately good houses, to provide decent and comfortati homes for all the people of the nation, and that more food product clothing, etc., would have to be produced to provide sufficient for i the people. They point out, how, through unemployment and loss wages, the purchasing power of the people is reduced or rendered inac quate to supply all their needs. This reduction in the purchasing pow makes it impossible for some of these people to purchase all the thin that they need, and this, in turn, affects the industries that produ those things. This causes unemployment in those Industries, which, turn, lessens the purchasing power of those thrown out of employme in those industries; and so it goes around the circle until it affects i commerce and all industry in the nation. Now, we can see how socie has an interest in preventing these industrial accidents that reduce , t purchasing power of the people to the extent of $35,000,000 a year, C< tainly, from the standpoint of society, it would be a most profitable : vestment to eliminate the cause that deprives society, commerce, a industry of that $35,000,000 of purchasing power. There is another phase of this that interests society, and which shot appeal especially to a group such as this. Under modern industrial c< ditions, it Is impossible for the average man to go into business for hi self as he could in the old days of the handicrafts and small busine Therefore, he must depend upon, some one else for an opportunity earn a livelihood. Now, if in the .employment at which he earns a li iihood, he is subjected to unnecessary hazards, he is made to feel tl he is the unfortunate victim . ofconditions over which he has no c< trol. This Is especially true.^i&lie has received an injury that 1 crippled or maimed him so 'thaf^fe:|is no longer able to follow his re; Jar employment, and is compelled, 'to seek employment in some otl line where crippled dr handicapped workers may be employed. an< think there Is none of us but what .will admit that, when these partia disabled or crippled workers have been paid the maximum amount compensation provided by the most- liberal workmen's compensat Construction Section 357 law, they are still greatly handicapped in the battle of life; and too often they find It extremely difficult, if not impossible, to get a job. One of the morning dailies of Ohio, within the last ten days, had a very lengthy .editorial concerning the unfortunate plight of these handi capped workers who had been injured in industry and found it impos sible to get jobs. Now, then, this condition makes these people some what bitter, and sometimes it fills them with hatred of those who con trol industry, and it engenders a mental attitude which makes them and their families an easy prey for radical and bolshevistic agitators. So you can see that, by avoiding these industrial accidents, we can eliminate to some degree. a condition that furnishes an excuse for rad ical 'agitators to foment that discontent which is a menace to our Ameri can institutions. Surely, it would be a good investment to prevent a condition of that kind, and it should appeal especially to those who are most interested in property rights. I do not say that this cause alone would be sufficient to produce a revolution, but it is one of the con tributing factors, and you who are familiar with it, if you neglect it, what right have you to expect other people to try and take care of other contributing factors? Their duty is no more sacred than yours, and if all should neglect these duties, the result is inevitable, and if you have read history, you know this, that when a revolution, whether it be peaceful or otherwise, eventually comes, it has been the result of many small contributory factors that have eventually reached that point of concentration where they have permitted those who sought to bring about the revolution to use them successfully for that purpose. Believes Good Results Will Follow I believe that accident prevention is going to be given more consider ation in the future, and I am optimistic enough to believe that very good results are going to follow. I know as well as any one here the diffi culty and the problem." I know how hard it is to obtain results', but there-- are many factors at work that are going to bring about greater cooperation in the near future than we have ever had in the past. There are, in our own state, some special conditions that are going to work to that end, and I do not think it would be amiss If, just for a moment or two, I point out to-you, especially to those from other states, just what those factors are. Since Jan. 1, 1924, we have had a constitu tional provision which provides that where an injury or death is caused through failure of the employer to live up to lawful requirements for the protection of the lives and safety of the workers, that an additional award of compensation may be allowed, the amount to be not less than fifteen per cent nor more than fifty per cent of the original award of compensation. Now, that same constitutional amendment provides that a certain portion of the premium paid in to the state insurance fund shall be set aside for the work of industrial safety. We have been operating for a year and a half, under the feature that provides for the additional award. We are just now getting started on the industrial 35S Fourteenth Safety Congress safety feature. Now, our experience under that additional award fea ture shows that the number of applications made for additional awards Is surprisingly low. I think the employers who have followed it will admit that the applications made for additional awards is far below what they feared was going to be the case, but even with that comparatively small number of applications for additional awards, about two-thirds of those in which application has been made have been denied by the indus trial commission. Now then--and here is where a point comes out that should impress you--in auite a number of these cases where the indus trial commission has denied compensation, the proof showed that the death or the injury could have been avoided by some care, and particu larly if the employer and the employee had been in possession of the most enlightened knowledge on accident prevention; but we were com pelled to deny the additional award because the thing that would have prevented the injury in those cases has not yet been made a lawful requirement, either in the codes or by the statutes of Ohio. Now, I need not dwell upon this, to show you that the members of the indus trial commission, no matter who they might be, have got to take cog nizance of these facts, and part of their duty is to amplify those codes to include these conditions, and to make other codes that experience Is demonstrating to be necessary. They have got to do that, in the first place, for educational reasons. They have got to let the employers and the workers know just what can be done to avoid these accidents, and when they know what can be done, it is their duty to embody that thing and all of those things in a code. Now, that code becomes, in all its provisions, a lawful requirement, and if the employer fails to live up to it, and anyone is injured or killed, as a result of that, then the injured worker is entitled to this additional award, or his dependents In case of death. _ Employers Should Show More Interest. Now, I would say to employers that the best service I could be t< you, in talking on this subject, is to impress upon you the important of becoming more thoroughly posted on the things that will preven industrial accidents; of taking more interest, and showing more enthu siasm in this matter, because it is not going to be as it was in the past You can't neglect this matter now, at least in Ohio, without it beini made to show on your ledger, to say nothing of the humanitarian rea sons. It is going to jshow in dollars and cents. I believe, whether you agree with me or not, that more depends ii this nation upon men like you, than upon our statesmen in Washington or in our state capitals. I don't think that much harm will come t this nation because of any mistakes of commission or omission in th halls of congress and in the halls of the state legislatures, but I do sa that the great problems of the future, and the immediate future, are th problems of industry; such problems as try to eliminate unemployment so that people may be employed reasonably steady and bave unbroke Construction Section 359 incomes all throughout the year; such problems as trying to eliminate waste in industry, to bring labor up to the most highly possible efficient point; to bring management up to the most highly capable point; to make provision tor sickness, whereby people will be taken care of from, a physical standpoint, so that we can overcome whatever physical defect they may have, which hampers them in performing the highest degree of work for the benefit of society. Now, these are the problems, I say, that are going to mean something in the future. You know more about them, you and those who work under you know more about them, than these statesmen can ever know. .Dr. Frederick Ritzman, of the International Labor Office, League of Nations, Geneva, Switzerland, delivered a few informal remarks regard ing his experiences while in America. > Chaibman Austin: . The next speaker on the program is Thomas Bentley, of Toledo. OTHER BENEFITS ATTENDANT UPON ACCIDENT PREVENTION Thomas Bentley. A. Bentley Sons Co., Toledo, Ohio. I have been in the construction business since I was a kid. My father was there before me. ; I am interested in at least a half a dozen manufacturing plants, in two of which I happen to be very, very closely interested with the management; and following through these accident cases, both in our own business, the primary business of the Bentley Company and these other manufacturing businesses, I find this, that at the gate of each manufacturing plant, as they come along for a Job, you have a man who Is intelligent enough to size up the applicants. Then, he is not in such great hurry but what he can send them to the medical examiner, and if that medical examiner finds physical defects in those men, they are rejected. The factory has a certain stereotyped lot of work to turn out. A contractor' has to get his job today, he has to start it tomorrow, and he has to finish it within a very short period. The consequence is, that he puts men on, with the best intention in tbe world of getting the best help they can get, hut they come along, and every fellow that applies for a job gets a trial. The most serious compensation cases that we have today on our books are men who met accidents through physical defects of their own, that were not apparent on the surface. The other day I went to the super intendent and said: "Harry, that man has a glass eye." ``Why," he said, "you certainly are mistaken. That man has worked here ten years and nobody ever accused him of having a glass eye before." I said, "I Just saw him take it out and wipe the dust off." Now, imagine that man with a glass eye, working on construction business ten years. He has never had an accident, because the loss of that eye has made him cautious. Now, if you want to go out and have less accidents in the construction business, you can do all you please toward, putting up 360 Eourteenth Safety Congress signs; you can show the men all the pictures ycu want, but unless you get the individual himself to practice caution, yon are going to have a lot of accidents. The very nature- of the construction business pro duces accidents. My observation has been that, since we have had state compensation, we have had shorter periods of men staying at home from accidents. We have had less accidents, because the fellow knows, if he gets hurt, he is only going to get a small amount of money per week; and besides that, he knows that he can't get any other revenue. There are at least one or two great benefits in expounding the cause of accident prevention. If you do that, to an intense enough purpose, the men know that you are trying to avoid accidents. That does not necessarily decrease your accidents, but it makes a better feeling among the men; consequently, you draw a little more of the careful class ot workmen. The very tools that men work with in the construction business are entirely different from those used in a. factory. They are not oiled as well. They are out in all sorts of weather. They are subjected tc severe temperature changes. How many of you men, in visiting your job, when you see a board full of nails sticking up, stoop down and pick that board up and throw it to one side, and, by your own example, show the men that that is the right thing to do?_ Or, do you call some other fellow over and bawl him out, because he hasn't turned that board over? Now, these men in the construction business, while there are a lot of free lances, and all that sort of thing, don't enjoy a bawling out any more than any body else does, and your own .example, by doing some of these thing: while you are on the job yourself, should .teach your men more caution than any other way you can do it. they can have. = You are the best instructor tba Cor.. D. H. Sawyer (of the Associated General Contractors of Amer ica, Minneapolis, Minn.): I think it might be well for me to admil that the Associated General Contractors Association has not been ai mindful of the objectives in the machinery that you people have set ir motion as it should have taken cognizance of, long ago. Again. I must give tribute to Mr. Austin for arousing our organization to the aims and purposes of the National Safety Council, and not only the welfare bene fit that would flow from an association with your body, but likewia the financial benefit which has been well illustrated here. More particu larly, we have been drawn in contact with the Council through th< efforts that have been made to more or less draft a code--or, not a code, but a safety code--which could be applied In legislation through out the states of the nation, as necessity seemed to call for measure of that character. We have given a great deal of study to that measure and Mr. Austin, the chairman of our committee, I understand, has thi matter well in hand. But I just want to say that I have been startled and I believe these two other visitors have been startled by the figure: Construction Section 361 that you have heard this morning. It I interpret them correctly, in the State of Ohio, one accident--either an accident or a death--that is, one-sixth of the accidents that occur in the State of Ohio, are contrib uted by the construction industry. That, to my nolion, is a very start ling condition. It lays an obligation on the shoulders of contractors to see If they cannot devise means for lowering that percentage. Mr. Bent ley has tried to pep us up to the necessity for decreasing our accidents. Likewise, the figures, as I understand it, represent about $2,000,000 loss each year in simply the State of Ohio, on account of physical disabili ties and deaths. If you apply that percentage to the country as a whole. It amounts-to. almost a hundred millions of money that is actually lost in dollars and cents to the construction industry; and, of course, attrib-' uted to that, you can charge the disorganization that occurs on a job when you have a death, or have an accident. I am sure that the Associ ated General Contractors will become more and more alive to the neces sity of adopting safety measures, and we will be very glad to carry to our board meeting in Dallas, next week, a review of this meeting, with no other intention than to engender, if we can, under the Council, co operation between the two bodies. Mb. Elubok (Minneapolis, Minn., Associated Contractors of America.) : The question of accident prevention can admit of but one answer, that every man who is engaged in the construction industry, or any other industry, should be interested in doing everything in his power to pre vent accidents; hut I <lo want to emphasize what has been brought out here so frequently, the difficulty of overcoming an element of careless ness or of absentmindedness, or whatever you may choose to call it. Mb. F'KGEr.s (Associated General Contractors, Minneapolis, Minn.): I think that ail accidents are preventable, but not feasibly preventable. We can prevent all accidents by automobiles by destroying automobiles. We can prevent building accidents by building no buildings,, but I think that in" no other way. The most that we can do is to minimize acci dents, as long as this human element prevails. I think we should go along with this thing. It is a perfectly proper .thing for the Government to step in and sound a warning that we should do everything we can, all we possibly can, to save human life and limb, and it is quite right that we should respond with every possible effort we can put forth, to back up the government, and society. C. M. Almstead, of the Dwight P. Robinson & Co., New York City, gave an illustrated talk on the subject, "Safe Practices on Construction Operations." (Visualized on the screen.) WEDNESDAY MORNING SESSION The Construction Section of the National Safety Council, held at the Hotel Statler, Cleveland, Ohio, convened at 10:00 o'clock, W. F. Austin, chairman, presiding. 362 Fourteenth Safety Congress pttituvw AusTOr: We will have a report from the Nominating O .mittee. -- T.rn Woedxke (Chairman, Nominating Committee): We submit your consideration the following nominations: Chairman--W. F. Austin, President, W. E. Wood Company. Deti Mich. First Vice Chairman--E. C. Harding, Ferro Concrete Construction Cincinnati, Ohio. Second Vice Chairman--C* H. Almstead, Dwight P. Robinson & C 13any, Inc., New York, N. Y. Third Vice Chairman--J. F. Conner, The- IT. G. I. Contracting Philadelphia, Pa. Secretary--J. Wilson Robinson, Everett Winters Company. Deti Mich. The candidates were unanimously elected. ACCIDENT PREVENTION BY CITIES By H. K. Ferguson, President, The H. K. Fergsaan Ctianfnvij. Cleveland, Ohio. Among safety men the construction industry has the rtfntRilai being backward and slow in accepting organised Mfotj 0art in fullest sense. --- While other industries have been quick to reoafpeise audit/ am economic asset this has not been particularly so with the eMMacrw people. --. The steel plants; were quick to realize the saving in drifttnr aai < to be effected through organized safety work. While n tcm war - standing construction companies have likewise recogujaiMl this vxl it is a fact that the rank and hie of the smaller gtm at xmtxyi have not accepted safety as a necessary part of their heatneas. problem, therefore, is how to reach the average contractor and aefi the safety idea as an organized part of his operation pragram. Our national association, the Associated General Coutmcfcoes Jk ica, has been active and has done a lot to reach the contractors C country. So have a number of our local chapters- This Section. o< National Safety Council has done good work in the past. Regulations have been developed by the General Builders Assod of Detroit containing excellent practical recommendations for the va: building trades. James Stewart & Co., Inc., as a result of its accident prevention has secured a credit of 64% on its insurance rate or a cash savii $2,800.00 on each $100,000.00 of pay-roll. Fred T. Ley & Co., Inc., hi duced its accidentTrate 76%. The General Builders Association of D< lias reduced accident outlay to an almost unbelievable extent, aw Wc- --#" ,.Ji: -~-- gr .1 . v-f- ^ i1. *>#. Construction Section 363 insurance rates for members by approximately 50%, through organized, safety -work. One insurance company^ reports a number of contractors, large and small, whose rates have been reduced 20 to 40%. Nevertheless, it is true in the main that while other employers have made great strides in'acci dent prevention during the past ten years, most contractors have clung to the old opinion that "Accidents Are Bound to Happen" and "It's the Man's Own Fault Anyway." But we must recognize that under present compensation laws, whoever may be to blame for the accident, the employer must pay for it either directly or through the insurance carrier. Accidents not only mean high insurance rates but also cause a tremen dous loss in wasted material, damaged, equipment, labor turnover and lowered moral. Accidents Cost Construction Industry $120,000,000 Annually Sanford E. Thompson, eminent civil engineer, a member of the Hoover committee on Waste in Industry, says in that committee's report that accidents cost -the construction industry $120,000,000.00 annually. Methods used in preventing accidents regardless of the industry are substantially the same. And we can say with confidence that a definite safety campaign along standard lines will reduce accidents and save many times its cost. Intelligent safety work^does hot delay production or increase costs-- on the contrary it aids production and decreases costs because it tends to prevent expensive delays, to promote efficiency and to improve em ployee relations. Fortunately for the construction industry we have a group in the Construction Section of the National Safety Council that is determined to prevent accidents. It is encouraging to me to note that the 23 reporting companies to this Section show for 1924 a much lower accident severity rate than in 1923 or 1922. I understand that two companies, one of them employing an average of over 400 men, finished the year without a lost time acci dent. This is indeed most remarkable. The table showing the causes of these accidents, published in the July, 1925 issue of the National Safety News, should be valuable not only to the general contractor,. but to the large company which has a force of men on construction work. The construction industry, beyond any question of a doubt, is carrying a heavy burden of aceident expense and a great part of this can be saved by simple and well tried methods. There are several ways of meeting this problem. -- It may be done through a company organization to solve the accident situation of any particular company. It may be met from a community viewpoint through' a local chapter of the Associated General Contractors Association, or it may be met by having the Safety Council in the com 364 fourteenth Safety Congress munity take the initiative and leadership in bringing about a co ordinated safety effort among the contractors in the community. The Important Essentials of Accident Prevention Wortc The important.essentials of accident prevention are: (a) Sincere intermit on the part of the "big boss." Safety must be gin at the top. (b) Safety equipment kept in good condition. (c) Proper supervision by superintendents and foremen. (d) Instruction and education of workmen in safe methods of work In any company organization having a considerable headquarters stall the one effective way to put safety on the map is for the head of ttu company to designate some one individual to be responsible for accideu prevention. The person so appointed may be the insurance manager, oi someone in the construction department, but the preferred plan is t< employ a trained safety engineer for the job. In any case, he must b< a man of Initiative and energy. And he should promote a definite prc gram of accident prevention work similar to the following: (a) Keep records of the accident experience of all jobs and throug! the president or general manager, send a comparative tabulation (base on the number of men) each month to each job superlntedent as well a to the general executives. This arouses strong competitive interes Even the most "hard boiled" superintendent does not like to be at th bottom of the list, especially if he knows the list has been scanned b the president and general manager. (b) Study the accident reports and determine what accident cans* are most costly. Send circular letters on timely points to each joh supe intedent once or twice a month. (c) Work with the operating executives in formulating and applylr a set of company standards or rules covering both safety equipment aT safe practices. ^ (d) Select safety-bulletins or posters applicable to the operation the company and send the same to the various jobs so that one or tv bulletins may be posted on each job at least once a week. (e) Keep in touch with the safety men of other construction coi panies and pickup all valuable information regarding new and Improv methods. (f) It may be desirable, especially on large jobs, to appoint relial worfcmenfc as safety inspectors to devote part time to inspecting t entire job at regular intervals and reporting to the foreman or super tendent all unsafe conditions and practices. On large jobs running considerable time, a Safety committee of foremen is very effective. Recommends Detroit Plan of Safety Activities For a local chapter of the Associated General Contractors Assoclatii the Detroit plan of safety activities, as sponsored by the local chap in Detroit, is recommended. This plan embraces the following: Construction Section 365 (a) A. general Safety committee of the association composed of one representative, a responsible executive from each company. This com mittee formulates safety policies and supervises all safety work. (b) The secretary of the association carries out the decisions of the Safety committee. An able insurance engineer assists the secretary and makes safety inspections of the larger jobs of the member companies. Under direction of the Safety committee and the secretary the following activities are carried on: (X) Accident reports are sent to the" secretary and comparative records are' compiled and distributed monthly to the various member companies. (2) AH serious accidents are investigated at the accident location by a board of inquiry consisting of the secretary, insurance council, insur ance engineer and the Safety committee members representing the em ployer. Testimony and recommendations of all eye witnesses are taken, "findings" are reached, and distributed to all members. (3) A set of regulations covering safe practices and equipment for various branches of construction work can be compiled by the com mittee and furnished to all superintendents and foremen. To encourage study of these rules, a prize contest may be held several times each year. (4) Evening meetings for superintendents and foremen to instruct them in safe practices and in first aid treatment for injuries are helpful. (5) Safety bulletins or posters secured from the Construction Section of the National Safety Council are sent by the secretary to each job weekly. . In smaller communities where the Detroit plan is too comprehensive if the secretary of the local chapter of the Associated General Contrac tors Association was a trained safety man it would simplify getting across this type of program. A third plan that might he used is the appointment of a Safety com mittee for construction companies by the local Safety Council. Inas much as there are now 62 cities with Safety Councils operating with a paid staff, it can be easily seen that if each one of these 62 cities through its Safety Council was promoting a plan similar to the Detroit plan that a great deal of good could be done. I understand that Denver, Colo., and St. Louis, Mo., through their local chapter, have followed out this general idea of promoting construc tion safety to some extent and with good results. Other cities that I do not know about may also be doing something in this connection. Places Stress on Accident Prevention Work' By Cities It seems to me that as far as the accident situation in the construc tion industry today is concerned that the thing we should think more about and plan for is Accident Prevention by Cities rather than by individual corporations. If our leading construction people, who know ..arms 366 Fourteenth Safety Congress the value of the safety movement and the results that are to be secure* through intelligent and well organized safety work, could assume th< leadership in bringing about a concerted program of community ac cident prevention work among the contractors in their respective cities we would be making towards a definite program. If we could follov out some plan as I have briefly outlined to promote safety educatioi work, and especially by the group idea in cities, thru the Safet: Councils, in a short space of time, we would have available the record: of accidents in the (construction industry by cities. And the fact tha the City of Detroit, or the City of Boston, or St. Louis was doing smuch more effective work than cities of smaller size could be pointei to. This thing itself would help to sell the safety idea to the variou local chapters of the Associated General Contractors Association through out the country. I, therefore, urge that this Section give more attention the comin year to the question of preventing construction accidents by cities an through the machinery provided for in the headquarters staff of th National Safety Council promote some definite plan of action to brin about greater co-operation on the part of 'our construction com panic throughout the country. If this plan could be developed and presented to the 62 Safety Counc: managers with the endorsement of this Section and the endorsement c the Associated General Contractors Association and the Safety Council urged to take the leadership in promoting the safety idea among th contractors of their cities, I feel that a great deal could be accomplishes Mk. Stecker (of the Consumers Bower Co., of Michigan) : Years agi we used to think we didn't have many accidents, and I don't think w did, hut, too, I don't think we did very much. We did a lot, conside ing what we had to do, but the demand for the business--that is, tl electrical service--was not what it is now, and for that reason we dl not employ the number of men we do now, and our accidents, of cows were considerably less. Today, it is a big problem. Perhaps very of you are in a position today to do -what we have done. Perhaps yc wouldn't care to. Perhaps it would not be a paying proposition If y did, but as far as the safety first in construction is concerned, we hai gone the limit. We have a personnel department which looks after xl formulation of plahs7 to be carried out by the different wgudmie of the country, and those plans are pretty fully carried oat. As it was said yesterday in the other section, usually safety wi starts after the accident. Well, it is true; it does, many times; bat a believe that it is much better to start this safety work a little bdc the accident--in other words, foresee what might happen. On the av* age run of jobs, the committee is usually appointed of the wortme Now, on our larger jobs--we have just about completed a i which carried somei seven or eight hundred men for a period about nine months, and the safety work that was done on th job was handled by a regular committee. This committee went ov  iii rata. : UBBgt 'jjtiamjtkaii,, Maai Construction Section 367 the job regularly, and carefully inspected it. At the head of that com mittee was our doctor, who was kept on the job from the time the job started, and he is still bn the job, and the job has gotten down now to 125 men. This doctor had a hospital which was maintained by the com pany, and the employees, any who were injured, were taken there at the company's expense. I have just noted that this gentleman here said that on a rougher job they expected three fatalities from drowning. We do not expect any fatalities from any source whatsoever, and we do everything we can and as early as we can, to prevent it. We did have one fatality up there from drowning. However, that did not hap pen while the man was at work, and it was his own fault. For some time back, the company has made a regular rule of setting aside a cer tain per cent on a construction job to take care of the I. & D., or the injuries and damages. That is ai trifle over three per cent. Now, since 1925 started 1 am more than pleased to say that we haven't been charged one cent for accidents, so far this year; so that the amount accumu lated on a three per cent basis has been sufficient to run ns up until 1925, and since that time we haven't been charged a cent; so you cau judge for yourselves what we think of the accident prevention work in the construction department of the Consumers' Power. ACCIDENT PREVENTION AS OBSERVED BY AN INDUSTRIAL COMMISSIONER Ft. G. Knutson, Industrial Commission of Wisconsin, Madison, Wis. The Industrial Commission of Wisconsin has various codes dealing with safety in various phases of industry. These codes contain what, in our opinion, constitutes the necessary minimum safety requirements for the protection of the workers of the state. In promulgating or modifying each of these safety codes, the Industrial Commission selects what is known as an advisory committee. These advisory committees are composed of a group of men who have had practical experience witt the problems with Which they have to deal. The advisory committee submits to the Industrial Commission its tentative draft of the cod< requirements, following which they are passed upon by the Commis sion, formally adopted, published in the official state paper, and thirt; days thereafter these orders have the same force and effect as anlaw enacted by the state legislature. The legislature has seen fit to place upon the employer the respom ibility of the safety of his workmen in compliance with the code pri visions and the safety statutes. The legislature has further provide means of enforcing our safety requirements by making the employ* subject to penalties ranging from a minimum of ten dollars to maximum of one hundred dollars for each" and every day that a viol tlon of our orders:is permitted to exist. The application of this pe BBaa.,. ...aiJ J i-'" 1-- ' - - ; - "*Si- -- --,.. ;: ji.^l,l 368 ^Fourteenth Safety Congress alty, however, has been left optional with the Commission. It is verj seldom that we find it necessary to prosecute employers under thii penalty statute to secure compliance with our orders. The statute! further provide that where an injury occurs through a violation of th Commission's order or orders we must necessarily assess 15 per cent increased compensation against the employer, this being a liability which he cannot insure against, the Commission having no dlacretiox in the application of the 15 per cent increased compensation when injuries occur through violations of our orders. The same is obli gatory on our part where violations of our orders exist. Standards of safety are established as a basis for judging the degree of responsibility. It is our intent and purpose to enforce such stand ards in a manner that contractors and workmen are given an initiatioi to our safe methods and practices in the performance of their work The contractor is directly responsible for the doings of the men whicl he employs. Sven though a workman is entrusted with the buildini up of any safety equipment or appliance ahd is held responsible to tin contractor for conformity with any existing regulation, such workmai is responsible only to the employer, except where there is a violatioi of public safety requirements, and the employer is responsible fo; compliance with the safety requirements, in accordance with the safety regulations, directly to the governing body which enforces such re quzrements. Safety Is Dependent on Proper Discipline The prevailing labor situation has a decided effect upon the role am the behavior of workmen. When labor is scarce it is not such an eas: matter to maintain discipline on the job. This factor connected wit] the gambling instinct which is always present oftentimes produce accidents where normally the contractor could control his men witl the threat of unemployment for their failure to comply with safety rule and practices adopted on the job. For the employer to obtain th enforcement of safety rules on the job or in the factory means tha discipline must necessarily be maintained. Discipline means the havini and maintenance of the respect of every workman at least in matter which pertain to the performance of their labor. Good liousekeepinj conditions must necessarily be maintained on -each job. Too oftei there is no attempt made to maintain proper arrangement of variou work in progress, such as the piling of materials, cleaning np o breakage, wreckage in demolished bnildings, broken form work, in a orderly manner, and this' produces in the workmen a state of mini which causes him oftentimes to be careless. Workmen are largel; influenced by the examples set by their employers, executives, am other men on the job, and if the contractor himself fails to shot sufficient interest by keeping the job in order, the workmen themselve frequently become shiftless and follow the same example. There i hardly a man but who takes some pride in his work, and we hav found that ordinarily the average man takes a great deal of pride i BJ|||Jggj|j|ggjjggi i Construction Section 369 producing good workmanship. The matter of pride in workmanship is oftentimes lessened in the demolishing of buildings and in the tearing out of portions of the poor work in new structures, such as frozen concrete or errors in construction. The attitude toward such, work is not the same as in constructive work. There seems to be a reckless ness which produces accidents. This is shown definitely by our acci dent records and statistics. In the building of scaffolds, especially on smaller jobs, the contractor ordinarily uses. the same material over and over again. This material must of necessity, therefore, be inspected carefully from time to time so that damaged pieces are not re-used. It is. frequently common practice to continue the re-use of old materials without much, if any, inspection. Our inspectors are continually find ing, when investigating accidents, materials which are obviously de fective and which would have been noted as defective by careful workmen if they had taken the time and trouble to examine them before incorporating them in the scaffold. Here again a scaffolding is usually not considered as a constructive piece of work. It is known that the scaffold will remain only a short time, and careless .workman ship is too often the result. This, together with the fact that the principles of scaffold construction are not always known by the man or men delegated to do the job of constructing scaffolds, which produces a very large percentage of the accidents in the construction field. Ladders are very often used as a form of make-shift scaffold. These ladders are frequently built on the ' job - from miscellaneous materials and built by workmen who do not understand timber mechanics or the essentials of the quality which make for sound timber construction. Very often broken form lumber is used to build ladders and scaffolds and this material covered with the cement stains cannot be easily selected for quality and defects. Lack of Proper Safeguards Causes Accidents Our accident records sbow that a large number of Injuries to work men occur because of the failure to provide proper safeguards on openings and edges of floors. Our general orders on safety in con struction require the protection of all openings by railings or other approved manner. It7 is appreciated by us, however, that a contractor does not have an easy task in the maintenance of these barricades after they have been installed, as workmen are very often using one or more of these openings for the conveyance of material from floor to floor. It means that barricades are removed and not replaced unless proper discipline is enforced. However, the contractor, as said before, is responsible for the placing of these barricades and their proper maintenance is a matter of. discipline which must be enforced by the employer. Oftentimes, too, the purpose of barricades is misunderstood by workmen and being, in their judgment, a nuisance, are cast to one side. All such barricades installed for safety purposes should be plainly placarded and specific penalties for their removal or improper 370 Fourteenth Safety Congress maintenance should be indicated in the placard and such penalties enforced by the contractor. The exact nature of these penalties must necessarily be determined by -the employer, but should only be resorted to when the pride of workmen cannot be used as a factor. Penalties of this nature must necessarily be handled very carefully so as not to arouse suspicion in the minds of the workmen, and may very readily produce an opposite effect than that which is desired. Stairways should always be used in preference to ladders where possible. In some cases we require the use of stairways, particularly in the case of buildings where the work has progressed to a point of sixty feet or more above ground. The need for stairways is par ticularly great where a hoist is located on the job, because rather than crawl up and down ladders the workmen usually steal rides on' the hoist. The riding of hoists on any construction job is prohibited by order of the Commission. ___ The hazard of nail punctures on construction jobs is produced largely because of carelessness in housekeeping. In the removal of forms, scaffolding, and other temporary work, boards full of nails are per mitted to lie around where workmen very often stumble over them and step on the nails. It has often been suggested that the wearing of a proper type of shoe can prevent nail puncture accidents, but this method, in my opinion, simply evades the main question of the remedy. In the first place, boards full of nails are out of place lying around or any job. If such matter is rubbish and is to be burned or otherwise disposed of, it should be taken off of the job somewhere where there is no exposure. If, on the other hand, the material Is to be re-used, tb nails can and should be removed immediately, and this can usually be done by common labor. The placing and piling of material in ai orderly manner on the job in places which are least visited by tin workmen will also prevent many accidents. Ropes Should Be Inspected Frequently Where ropes are used, they should be inspected frequently to d termine or discover any damage due to acids, cuts, etc. A rope to b safe must, in the first place, be of sufficient size to carry the maximal load intended, and -after having been used should be inspected fn quently by grasping it in both hands and twisting it in a manner whic will untwist the main strands. This twisting motion will reveal an flabbiness and will also disclose any broken fibers. When the rope I released it should spring back into its former shape, and when it do* not do so, it is plainly deteriorated. On jobs of sufficient size it is suggested that a full-time safety ma be employed to make. frequent inspections of the building during t! day to see that there is compliance with all safety orders and pra iices, and further, to see that the safeguards have not been remove once they have been installed. On jobs of smaller size where a fu time man cannot be afforded, some one of the workmen on the j< 372 Fourteenth Safety Congress out of business, there was a. continuous curtailment in employment until February, 1921, when it came' to a halt and started to pick up again. The next curve Is the "Number of Hours Lost" curve and shows the number of hours lost through accidents month by month. Looking at this curve for the years 1923 and 1924 and the first half of 1925, we can see the influence a death has on it, a death representing 6,000 days, or 0,000 hours of lost time. This is based on the 10-hour day for con venience in calculating. The white dots just below the curve repre sent deaths and show in what month they occurred. The cross hatch area represents the time lost through deaths, and the solid area time lost through "less fatal" accidents. You can readily see that, if deaths had not occurred, we would have a much better looking curve, with one notable -exception. For the month of August, 1924, tho no deaths oc curred during this month, the number of hours lost through "less fatal accidents" practically equalled the hours lost during the previous and the following months in which deaths occurred. The total hours lost for the year 1924 were 444,510. Taking this at the rate of $0.50 an hour represents a loss to the building industries of $222,225.00. The next curve is what we call, our "Severity Score" curve, the two upper curves being functions of this curve. In other words, it shows the relation between the number of hours worked and the number of hours lost. That is the area in Yellow divided by the area in Orange gives us the area in Red. The dotted horizontal lines gives the mean score for the year. Severity Accidents Average 50 Per Cent The bottom curve is the "Number of Lost Time Accidents" curve and shows the fluctuation in the number of lost time accidents from month to month. Note that the "Severity Accidents" that is--accidents in which time is lost--average month for month about 50% of the total accidents that occur. The total number of accidents, in other words the frequency, is represented by the dotted Yellow curve. In other words, for every ten accidents that occur, five of them will be accidents in which men lose time on the job. This, in turn, means money lost to the firm that employs them and a corresponding decrease in the efficiency of the organization on the job. This, I think, is a mighty important point for consideration. While we might say to ourselves that it is the lost time accidents that we are concerned with, as they are the ones that directly affect us, we should take cognizance of the fact that, if there is an at mosphere of carelessness prevailing on the job thereby increasing the frequency of accidents, we can just bank on it that half of them will cause the injured to lose time on the job. Now, let us see what relation there is between these different curves. One of the most outstanding points is that the "Number of Lost Time Accident" curve follows very closely the "Number of Man-hours Worked" curve. In other words, the number of "Lost Time Accidents" increases' as the number of "Man-hours Worked" increases. Note this peculiarity. Construction Section 373 however, that in the year 1922 the peak In "Lost. Time Accidents" occurred during the month that the greatest number of men were em ployed, which was in November; while during the years 1923 and 1924 the greatest number of "Lost Time Accidents" occurred one or two months previous to the high points in the curve. In general the maxi mum and minimum points in the "Lost Time Accident" curve concurs with the maximum and minimum points in the Labor curve. Referring now to the "Number of Hours Lost" curve and comparing it with the "Labor" curve, note that with few exceptions the high points, that is where deaths occurred as indicated by the solid dots under this curve, occur at a time when the ``Labor" curve is either on the incline or decline. In other words, this indicates that during the period of nteing on men and while you are getting organized on the job, the tendency towards accidents is greatest. And, on the other hand, when jobs are finishing up and men are being laid off there exists an at mosphere of carelessness which, in turn, breeds accidents. -- Majority of Deaths Caused by Hoists With reference to the deaths shown here, many of them were caused by carelessness, and the majority of them were caused by hoists, with the result that the Accident Prevention Committee recommended to the Association that certain definite steps be taken to prevent these hoisi accidents. These recommendations were accepted with the result thal the Detroit Association has adopted, as an association, the following rules: 1. No work shall be done in, on, or around any elevator shaft or hoisting apparatus, or pent house, while such apparatus is in operation, if such work can possibly be done after hours or on Sundays or when elevator or hoist can be put out of' service,' except that this shall not apply where cab is definitely used as a scaffold for work on shaft or guides. 2. Any hoisting engineer or elevator operator allowing anyone to ride, or any employee riding upon a hoist or elevator, shall be immediately discharged, and in the case of engineer, or operator, be subject to loss of his license if he shall knowingly permit any person to ride hoist or elevator, unless such .ap paratus is especially equipped for carrying passengers. Superin tendents are subject to discharge for violation of this rule. Proper signs shall be .posted on all hoists and with the engineer. In closing, I want to say that accident prevention work is not e exact science. All the Safety Rules in the world, altho strictly adhere to, would not eliminate all the accidents. So long as the human eleme: enters into It, there are bound to be accidents. In medical science gre strides have been made lengthening man's life and preventing dea from disease, and Still people die and will continue to die. We ca however, reduce accidents to a minimum, and this can only be broug about by proper co-operation from superintendents and foremen on t 374 Fourteenth Safety Congress job, and through education and proper supervision or inspection of the jobs. From our experience in Detroit we have found that the latter two. education and inspection, must go hand in hand. Note-. Mr. Robinson remarks principally related to an interesting chart Ttc%ich is not reproduced here because of lack of space. ADJOURNMENT Electric Railway Section September 29 and October 1, 1925 \ H. M. KEYSER, Chairman Secretary and Attorney, Washington Railway and Electric Company, Washington, O. C. R. R. HADSELL, Vice-Chairman General Superintendent of Transportation, New York State Railway ^ Rochester, N. V. MELVIN W. BRIDGES,'.Vice-Chairman and Secretary Safety Engineer, Chicago Rapid Transit Company, Chicago, III. TUESDAY MORNING SESSION HE FIRST Session convened In the Hotel Winton, Cleveland, Oh at 10:00 o'clock, H. M. Keyser, Secretary and Attorney, Washingt Railway & Electric^ Company, Washington, D. C,, presiding. CiiAiKMix Keyser: I am going to ask Alfred W. George, of the C necticut Company to give us a brief report on the activities of i Membership Gommittee, of which he is Chairman. Ms. Geohgk (Connecticut Company): I have a list of member c< panies of the American Electric Railway Association and I checked against the list of the Safety Council and I found that approximat two hundred companies in the American Electric Railway Associat were not also in the Safety Council. It seems to me that the Commil this coming year should make some attempt to reach these two hund member companies. Chairius KEtsa: The Nominating Committee is next in order .1 am going to appoint on that Committee John H. Truett, of the B more Safety Council, formerly with the United Railways & Elec Company, of Baltimore; Albert W- George, General Claim Agent of Connecticut Company; and G.. B. Powell, of the Louisville Railway C pany. The work of this Committee, as you know, is the nominating a Chairman for the new year, one or more Vice Chairmen and a Se tary. -- 375 376 Fourteenth Safety Congress WHAT ABE THE RESULTS OF THE BONUS AND AWARD SYSTEM? G.T. Hellmuth, Claims Attorney, North Shore A Milwaukee* Railroad Company, Chicago, III. Reduction and minimizing of accidents through, organized safety work has enlisted the full time and attention of specialists in that endeavor over a period of the past ten years, the last seven years of which have witnessed intensive cultivation of all the fields of this humanitarian ac tivity. I mention this faet because I believe it to be the general view point that in order to be continuously successful, this kind of. work must not grow stale. The work must not be done from'year to year without variation in the way in which it is gone at; and this is true both from the standpoint of the effectiveness of the men responsible for the work, as well as from the pressing need of maintaining the unflagging interest of those individuals for whose direct benefit the work is being done. I regard a man doing safety work as a sort of a missionary. He is a preacher of the creed of accident elimination--a man who saves others from suffering and privation and want. He must have frequent inspira tion to encourage him inrhis task. Then, also, the employees or the pub lic with whom he makes his contact, and among whom he is working, cannot be continuously appealed to along exactly tbe same lines; that is, they cannot be appealed to in that way and caused to respond with con tinued enthusiasm and interest. "What I say may seem at random with my subject, but I am endeavoring to put across this point: that any idea in safety work that has merit and that will- bear careful analysis and that will show good results, should be picked up most eagerly by any of my brethren, who, like myself, are interested in accident prevention. At the last two National Safety Council Congresses we of the Electric Railway Section have listened to addresses or reports on the use of the various bonus and award plans, and 1 was asked to bring before you this year the facts and figures showing to what extent the Bonus Plan was in operation and exactly what results had. been obtained. There are at least thirty-one electric railways in the United States now using one variation or another of the Plan. They are as follows: NAME OF COMPANY Birmingham Electric Company......................................... Butte Electric Railway Company---------------------------- Charleston Interurban Railroad Co-------------------.... The Tennessee Electric Power Co-------------------------Monongahela West Penn. Public Service Co-- The City Railway Company-----------------------------------------The Denver Tramway Company Durham Public Service Company-----------------------------El Paso Electric Company______________________________ Gary Street Railway Company----------------------------------"Wisconsin Public Service Corporation------------------- LOCATION ....Birmingham, Ala. ..................Butte, Mont. Charleston. W. Va. .Chattanooga, Term. -Clarksburg, W. Va. __________Dayton, Ohio ---------------Denver, Colo. ------------Durham, N. C. ----------El Paso, Tex. ----------------------Gary, Ind. _____Green Bay, Wis. iawapiiwwta!M=w'jtl;i BiSB&agl . iSSJ Electric Railway Section 377 Newport News and Hampton Railway.--------------------------:--------------------Hampton, Va. Hershey Transit Co-----------------------------------------------------------------------------------------------.Hershey, Pa. Los Angeles Railway-------------------------------------------------------------.--------------Los Angeles, Calif. Memphis Street Railway Co----------------------------------------------------------------------Memphis, Tenn. Menominee and Marinette Light and Traction Co--------------Menominee, Mich. Northeast Oklahoma Railroad Company--.------------------------------------------Miami, Okla. The Milwaukee Electric Railway and Light Co----------------------Milwaukee, Wis. Wisconsin Gas and Electric Co-----------------------------------------------------------Milwaukee, Wis. Nashville Railway and Light Co----------------------------------------------------------Nashville, Tenn. West Penn Railways Company.......:----------------------------.........................Philadelphia, Pa. Olean, Bradford and Salamanca Ry. Co----------------------------------------------------Olean, N. X. West Penn Power Company-- ----------------------------------------------------------Philadelphia, Pa. Arkansas Light and Power Co-------------------------------------------------------------------Pine Bluff.Ark. Virginia Railway and Power Co-----------------------------------------------------------------Richmond, Va. The United Railways of St. Louis---------------------------;-- -------------------------St. Louis, Mo. San Diego Electric Railway Co-----------------------------------------------------------San Diego, Calif. Washington Railway and Electric Co--------------------------------------...Washington,- D. C Wisconsin Valley Electric Co .............................................--:----------------------Wausau, Wis Wichita Palis Traction Co_______.-----------------------------------------------------Wichita Falls, Tex Youngstown Municipal Railway.---------------------------:....................--Youngstown, Ohic In addition to the above named companies, there are a number of othei carriers also using the Plan, I am advised by the American Electric Rail way Association. However, some of these companies have not responded to my request for information and have not stated that they are at this time using the BonuiTso that I do not include their names. A study of the list of users will reveal the fact that not only the smal community but also many large cities are included; for example. Binning ham, Denver, Los Angeles, Milwaukee, Nashville, St. Louis and Washing ton. So far as I know, there are only two reasons given for their attitud by those who do not believe in the Bonus Plan; first, it is said by som objectors that it' is not right in principle to reward men for doing ur usually well what they have been already paid to do. To me It seem that one may as well argue that one ought to always work in whatever ei deavor one is engaged without any expectation of promotion or of ii crease in pay. Personally, such a situation would deaden for me bot initiative and mental activity. In fact, I do not think It would be to broad a statement to say that to work with the definite knowledge that n sort of reward could be expected, either in promotion or in pay increas< would inevitably take from any individual the incentive for extra effor And it is the extra effort, and the extra effort only, that will produce rsuits above the average. The second objection advanced to the use of the bonus plan is that or train crews will be inclined to endeavor to keep their accident record clear by flailing to report some of the accidents which they may hav This point I can meet in two ways: first, by the accumulated experiem reported to me by those companies using the plan. I had this objection i mind in writing these companies when asking for comments and ft a&iiliu i ,,l-rja6ii...ajb.-- 378 Fourteenth Safety Congress facts, and in almost every instance 1 bave been told that not only has the number of unreported accidents not Increased; on the contrary, it has decreased, and I will tell you the reason. It is very clearly shown by a study of the Bonus System of the Nashville (Tenn.) Railway and Light Company. I am sure that Mr- John J- Connors, the Safety Director of that Company, will be very glad to give you a copy of his Plan which was adopted January 2, 192$, The percentage of the gross expended by his company in 1922 was 5.S0; in 1924. 2.40. and for the first six months of 1925, 3.20. So that you see that the Plan is a very practical one result ing, as it has. in almost a 50^ reduction in accidents in either 1924 or 1925 as compared to 1922, the year before the Bonus went into effect. In Nashville, the year is divided In three Contest Periods of four months each, and at the beginning of each, contest, the company sets up a bonus fund of $1500.00 The contest consists of a comparison in each four months contest period with the corresponding four months of the pre vious year. If there are more accidents during any contest period of the current year than there were during the corresponding period of the previous year. $20.00 is deducted from the fund for the accident above last year. For every accident less than each number charged during the same period during the previous year, $20.00 is added by the company to the bonus fund of $1500.00; hut an unreported accident is counted in set ting at the total of the contest period as two accidents. This means that unreported accidents will cut sharply into the fund distributed among all the employees. Consequently, unreported accidents are at a minimum with the Nashville Railway and Light Company. I feel that the testimonials and the comments sent me by the users of the Bonus Plan as to their belief in it so thoroughly demonstrate Its use fulness and value that I shall quote from some of them: "The following is a summary of the accidents for the year 1923: Month Number of Accidents Paid for damages to Property January -------.......................... 19 February -- ________ .. 9 March ...............______________ 19 April ---------------______________ 10 _ May ............................................... 5 June ...........................................15 July-----------------______________19 August ____.................... 13 September . 11 October -------- - 15 November ...______________ 16 December ..______________ 11 $o 0 42.95 - 12.25 4.25 0 7.75 10.90 0 4.95 187.93 0 162 $270.98 Total paid out for accidents__ Paid for Personal Injury $0 0 0 0 0 0 0 0 0 0 0 100.00 $100.00 Collected for Damages to street car $ 57.49 103.48 0 0 0 9.18 39.70 0 O 72.99 60.00 46.70 $389.54 ... 370.98 Excess collected ------------------------------- 18756 Electric Railway Section 379 "In 1924 our accidents only cost us $880.20, which, is less than 1/3 of 1%. Since discontinuing the bonus, the effect has been noticeable. The number of accidents has not seriously increased, but the seriousness of the accidents has increased. I. have always believed that the only real purpose of a bonus was to increase the degree of alertness in the opera* tor; in other words, tor better his mental attitude." Walter T. Bie, Claim Agent, Wisconsin Public Service Corporation, Green Bay, Wisconsin. ** ** "In February, 1921, our Company inaugurated its trainmen's Safety Contest. * * * "The First Safety Year ending January 31st, 1922 compared with the previous year showed the following reductions; Accidents ____ 15.9% Decrease Claims ___________.16.9% Decrease Collisions of Cars48.1% Decrease Personal injury serious______________________ 43.3% Decrease Not serious personal injury----------------------------------------18.3% Decrease No reports ------, -- 27.2% Decrease Deaths ______________________________________________________ 40.0% Decrease "The Second Safety Year, as compared with the First Safety Year showed substantially that the Contest was holding its own, the biggest decrease being in deaths which was 50.0%. "The First and Second Safety years compared with the two years pre vious to the time when the Safety Contest was inaugurated showed th< following reductions: Accidents ............--------------------------------------------------------------------24.6% Decrease Claims ____________________________________ 24.5%Decrease Collision of- Cars__________________66.7% Decrease No report cases-------------- _47.8% Decrease Injuries Serious------------------------------ 42.0% Decrease Injuries not Serious:--------------------------------------------------------------24.6% Decrease Deaths ________-7............................................ 43-7%Decrease H. M. Keyser, Claims Attorney, Washington Railway & Electric Co, Washington, D. C Just some figures now, and then I shall conclude; These figures include all of the companies whose reports to me wer sufficiently comprehensive so as to enable me to arrive at definite coi elusions: Five of the, companies reporting to me have had a Bonus in effec since 1921 or earlier. Their percentages of expenditure of their groE receipts are as follows: - oou . ...v. -w. V 1920 _______ 1921-----------1922 ______ 1923 ________ 1924 ______ %-1925 ----------- ___6.49 --5.20 ___6.91 --3.41 --3.31 .....2.66--a reduction of 50% since 1921. Seven other companies have had a Bonus in effect beginning 1923 (one In 1922). Their averages are as follows: 1922 1923 1924 %-1925 ---------3.61% _____3.74 ______2.62 ______1.75--a reduction of 50% since 1923. DISCUSSION Jomr J. Connobs (Nashville, Tenn.): I would like to ask the gentle' man something in regard to a street railway- that operates about two cars over three miles of track. Mb. Hetampth: Well, that Green Bay Railway I know. I have been up there. It is a fair-sized little city- and they- undoubtedly have quite an accident hazard in Green Bay. There are a great many autoists going through there. The roads are highly developed and there is much tourist traffic there in summertime and it would be as easy as not for them to have a very considerable number of accidents, so I don't think any of us should seek to detract from the wonderful results that have been produced up there. ^ I would like to say to Mr. Connors that of all the b-jnus plans 1 looked over, I think I liked his company's the best and ary one who considers having a bonus plan should look over his plan and also the L<os Angeles plan.' Those are both very thoroughly worked out. Mb. Conhors: In 1923 we started this plan and we thought that ac cidents would be reduced thereby and that there would be no money for the men, but in 1924 it held out fine. In 1925 we paid the largest bonus so far. Of course, every accident the men reduce puts 320 more into the pot. We paid more for the four months ending August last than for any period pince we started the bonus system. D. L. Fenneli, (Kansas City Railways, Kansas City, Mo.): I'd'like to ask Mr. Hellmutli whether the companies that have the bonus make any distinction as to responsibility on liability in working it out. Of course, we all think our own problem is the most serious, but we suffer a great deal during the winter ^months from sleet and our automobile accidents increase as high as 200 to 300 per cent during the months we have sleet. Do these other companies have such things to contend with? Bo they make any analysis of that? Electric Railway Section 331 Mb. Hnxinmt: Some companies have a hard and fast role that an: accident will be counted against the man and some companies have i special board that passes on where the blame is to be attached and i the operator is absolved from blame then the accident is not charge against him. Some companies have a claim department which passes oi who Is to blame. Some companies have a test of whether it costs th company any money, and, personally, I think that an accident where ai automobile runs into the rear end of a standing street car Isn't a blan able accident, and that otherwise it should be counted as a blamable a< cident because a motorman operating on a street which is sleety Is awar of that fact and should be operating accordingly. Mb. Fennell (Kansas City Railways): I don't mean running Into ui In Kansas City we have had in effect something that has reduced, oo accident problem approximately 15 per cent and that is two very abl Police Commissioners who have put in different traffic regulations an so enforced them that the railway accidents have been reduced approx mately 15~per cent. BRINGING SAFETY TO THE PATRON 8. R. Bowen, Vice-President and Counsel, Washington Railway A Electr Company, Washington, D. C. Bringing safety to the patron--or giving safety to the patron--as prefer to use the expression, embodies the fundamental idea of safet as all safety engineers and experts in electric railway and other utiliti fields will doubtless agree. The first essential is to survey carefully yoi own situation, then build up an efficient organization in your ow plant or business, for safety, like charity, should begin at home. Primarily among the things that should be inaugurated - for safet is the making of provision for the instruction of employees of a utili in ways and. means to minimize, reduce or avoid accidends. F*urth more, consideration should be given to making suitable recognition, award, to employees to awaken and arouse, as well as encourage thei and particularly where some, additional stimulus is needed for sor employees to break away from a deadly humdrum existence, so that th may have a larger appreciation of their, surroundings, and opportuni for a real and helpful service that has for its object greater protect!) of the public, as well as themselves, in the operation of the vario activities of the utility. Service That Is Safe Is Essential Today It is unnecessary to remind the modern and progressive manageme of a utility; corporation coming in everyday contact with the pubi that one of the prime essentials to adequate service, is service that safe. Safety, is, therefore, the most important intangible element n< inherent in corporations who are bending every effort to render serv: 383 Fourteenth Safety Congress to the public that is safe as "well as adequate. F'oraeriy,, wms organized on the basis of barter, sale or exchange. The H letcdce may obtain at the present time to a certain extent. iMR a lee MNu ha sprung up and taken root. A public utility. M a MM# dt #s4 kWi ness, if for no other reason, should tie hMMMM K WtKf to its patrons, thus giving expression to the andot h* pulley. Business should not. be organised udMfBy Sff gNMfc UPS * WSf* nizing the responsibilities slihh iwwstWT. 1*1 SWi A MHMh able return, on the other hand. StMOftd W auLiaW* Mthg a reasonable effort to afford eflkrfuwt M iswfrg affWa h uMi^aaKt with present-day standards. Thergarwee. the twiSBiy wiw <HC a hue most In safe practices, in Wturtw ticwiet uumlhuk & i!iramfw><i! of inestimable value to those With wlwot it *SW* it dhfip sMMt, fht ll, side, and view the subject from the w M.irtpsfrsrT df ISMwm fihi. if you please. In the electric railway IldMMy UMt d Its* accidents involve the employee on the one hand and the petVfie os the ether ana still another classification involves the employe*, on the eae hand and that portion of the public intrusted to the care oC the electric railway, or its patrons, on the other. Every lawyer knows the strict accountability to which such a company Is held for any accident, or injury, involving a patron or passenger. True, the railway does not insure life and limb, hut when one considers the vast number of such cases to which that well known rule of law "Res ipsa loquitur** applies, it amounts, prac tically speaking, to insurance. The highest degree of care to which electric railways are held in dealing with its passengers leaves a narrow channel indeed through which liability may be escaped. Therefore, the hardboilied operating man, who is yet unconverted to the benefits from constructive safety education as a broad community betterment, may still be appealed to along the lines of safety as a money-saving device. However, it would seem that only a hasty perusal of the late accident statistics is all that should be necessary to arouse any thinking man to a consciousness of the appalling conditions with which the country as a whole is confronted. The accident hazard affects all communities alike and permeates every fabric of our social and community life. Take the modern electric rail way car--several times larger than the old single truck horse drawn vehicle of a quarter of a century ago--what a wonderful tribute to the best engineering skill that our modern factories can produce--and what a wonderful instrumentality it is for transporting people through the busy streets of our modern cities. But notwithstanding all this that same modern car, many times heavier than the earlier types, car become one of the most dangerous vehicles known when manned by ar unskilled, negligent and Improperly trained employee. These vehicle; are a pleasure to ride in, but to produce income and not loss must b operated safely. Should these cars collide and injure patrons thereo the usual thing left to the Company is to pay the cost of the accident Electric Bm3weg Sect*** 3S3 Human SulTertog Camrac ft *<***> Mnanc Where patrons are mtxtam&r MJETcC. & ~rnmim * me UtdiesT tcill not restore an j; * laa# r * Mt tairtfta h*' attoctfs is money damages 1*\wp iHUffliUTTi in fr *#(* # ppr t f&e law of torts and after cite smfi&gy s* sjwHt tSBWiiliF flMqMdtated to the same extent am he a `HiSWP* ** vewawfe flfe 'WL VtHt * seales upon which human B*d>i. itm^; tresi ie iiWtmHWii'f?1 iWWRdf se involves an application s i SSS#* att# dilCTlOUi-rhni com- promise--which is tame MtpKfWfW fie* *!* C fciaan misery. So that by tMSSISf Ulflftifji fit *wac * i.WbMnu hi. they are enabled to set the cKHaaBt ef 4R*> paffiraa. 'WSe pfeuwiftffe pulling of a bell cortf mom# iwis. nmmmz. .* at twa may result in a large mffet, Ifet ajw*lWlM of ffcrte ffifr of safety-- doctor, may also rswk ha 9m oMHPfei^e UPfiMt <MHONH of Ch* cocdSet and the patron, n > rftser M* iat *hf <pHt feUleff service amounts to little males* St wnvMue natmp aemm * 4 srtttey pregreme* only to the extent in wttiefc t# i*gMfflnrtty psffwwo *Wth that util ity serves. A company that ha* * n<gaOurtou her safety, carries with Et a reputation for service. The object of this address is aot to point out Che means, strictly speaking, by which safety may be accomplished. That Is the problem for the individual utility to work oat. J.ocal conditions most be con sidered, but while broad basic ideas must necessarily be followed in each case, yet the individual company must select the method which seems best suited to its particular location and environment. Our companies have used the award method upon. which a well considered paper has been prepared . by Mr, Helmut!*. But results are what we are striving for .and the method rthat will produce the best results after a careful survey has been made, is the method. ultimately to adopt. In the pasl five years our percentage of gross passenger revenue expended foi injuries' and damages' has been reduced from six per cent to 2.17 pei cent, and there have been.striking reductions in all classes of accidents in which our employees and patrons are involved. Time was when thi street railway car was the biggest factor in producing traffic accidents but now the street railway industry has been relegated to the back ground as a dangerous traffic agency, but only, by the practice of construe tive safety. There is, unfortunately, a minimum beyond which we can not go. in the elimination of street railway accidents because of tb nature of the work, but .that irreducible minimum is the goal we ar trying to attain. ~ . Emerson has said, "Hitch your wagon to a star." May we not like wise, figuratively speaking, strive to. hitch oar industry to a star, t the end that within the means available and as Car as is hnmanl; possible, direct our efforts constantly towards the achievement in th highest degree In. thus bringing safety to the patron. The answer- t aB this may be summed up by--Instruction of employees and supervisor 384 Fourteenth Safety Congress force in ways and means to minimize, reduce or avoid accidents, and constancy of purpose on the part of all concerned to render a real and helpful service that has for its object the greater protection of the public. Can Gain Interest of Trainmen'in Many Ways The interest of trainmen may be gained in many ways, if only per severance is exercised. Appeals may be made from many angles for a larger appreciation of their surroundings and their opportunity for a real- and helpful service, as well as self-preservation. If it is appropriate to make further reference to our companies and the effort made to bring safety to a patron, it might be stated that we give a trainman a uniform If he goes through a year without an accident chargeable to his negligence, and on the right sleeve of his coat is placed a gold chevron, or bar, symbolizing that distinction. It is believed that it is the bar and not the uniform alone that gives .the most satisfaction to our trainmen, some of them having four bars--one for each year of our safety contest. These simple tokens of the company's appreciation for meritorious service, make the trainmen feel that they are entitled to their "place in the sun/' as it were: make them feel that they represent the highest type of employee in their chosen vocation. These safety records are noted on the trainmens' general record cards In our trans portation department, so another benefit from our contest, worthy of mention, is the Index thus afforded to the safety quality of our plat form personnel. Our claims department each month 'analyzes accidents by means of a large map In which colored pins are inserted denoting, the different classifications, and where clusters of these pins are formed the acci dents are carefully considered individually by representatives of both the claims and transportation departments. This practice frequently leads to further instruction of trainmen or " a clearing np of other conditions likely to lead to a repetition of accidents at the same location or similar in type. Our transportation department Is composed of sev eral divisions and a banner or pennant is awarded quarterly to the division enjoying the greatest percentage In the reduction of accidents over a similar period for the preceding year: an evening is set apart for awarding the banner, with talks on safety work and closes with an entertainment and refreshments. In this way we attemot to interest our men collectively through divisions, as well as individually by the awarding of the uniform. Accident charts are also placed In the train men's rest rooms of the various car barns, by which they can tell from day to day the standing of their particular division in the safety contest. Generally sneaking, we make no claim that/this method is either new or novel, but realizing that safety must be kept fresh in the minds of our employees, we have continued the plan well into the fifth year, with the results that I have briefly- touched upon. Eternal vigilance and con tinued attention to detaiig ig the price of safety, and this rule must be rigidly observed, from the man higher np down to the trainmen--the company's salesman of service. Electric Railway Section 385 Bringing safety to the patron, therefore, is a subject in which we all are vitally interested--not only as a matter of good business, but as a means of helpful service, civic betterment and improvement of-^the general living conditions in the communities in' which we live and have our interests. By the conscientious practice of these principles, safety will become universal, which should be the ultimate goal of all for ward-looking men of the day. DISCUSSION OF MB. BOWEN'S PAPER "BRINGING SAFETY TO THE, PATRON" E. K. Eastham, Safety Director, United Railways Company of St. L.ouis, Mo. Mr. Bowen's paper has ably covered the subject of "Bringing Safety to the Patron" or "Giving Safety to the Patron," as he more aptly states it. Actually the giving of safety to the patron embraces the entire field of accident prevention as related to the operation of street cars. There are few, if any, types of accident, but may potentially result in injury to the person or property of the patron, and even in' the case-, of those accidents referred to by Mr. Bowen as concerning the public', distinguished from the patron, we must remember that practically the entire public are our patrons at one time or another. In considering the subject, therefore, we may practically do away with any distinction between the public and our patrons except as regards the degree of legal liability involved. And even there, just as Mr. Bowen states that the degree of care required in dealing with the patron has finally reached the point of practical insur ance, so, at least with our Missouri Courts, in our accidental contacts with other users of the highways, the construction and extension of the "Humanitarian" or "last chance" doctrine has left us about- the same chance of defense as the Biblical chance of the rich man reaching heaven. I cite these facts merely as a slight additional buttress to Mr. Bowen's argument, that viewed from any and every angle,* cold business or .high altruism, the prevention of accidents is one of the largest, most vital problems before the electrical railway industry, as it is before ..Ameri can industry and the American people as a whole. But right, here I wish to express full agreement with Mrl Bowen's stressing of the. humani tarian side of the subject as far outweighing the practical; .or. coid',~busi- ness aspect--and here I want to go on record as stating my belief that today a large majority of electric railway executives and of executives of American business in general, will react In greater measure. to the humanitarian appeal of accident prevention than to the appeal of the dollar. Talk cold business to such a' man and he is on- guard and suspi cious. But it is a glory of America that under a five minute hard boiled exterior the American business man packs most of the world's supply of idealism and sentiment- 386 Fourteenth Safety Congress Considering then your executive and mine sold on the necessity foi accident prevention in all its' aspects, and without further question as to the sales argument used in convincing them, how go about it? Mr Bowen confines his paper largely to the necessity for accident preven tion from both the ethical and business aspects, stating that it is no1 his purpose to point the means by which, safety may be accomplished: that the latter is a problem for the individual utility. But he dees favoi us with certain plans and methods which have produced excellent result in the safety work of his own company. That is .the single criticism ! might venture against Mr. Bowen's' admirable paper, that he is ove hesitant in discussing means to accomplish a purpose, which he has con vinced us is essential. To my mind the most important side of thi question resolves itself into a discussion of means to the end. True i is that the details of any broad plan for securing safety to the patrol of the street car must be left largely to the individual company. Tru it is that much of the science of accident prevention is empirical, an will fluctuate with the rapidly changing conditions of traffic. Yet, I ax convinced there are certain facts fundamental as human nature itsel: which can be known and must be understood and faced before an company or any individual in charge of safety work can hope to build safety organization on a solid foundation and with results, permanent i character and satisfactory in volume. It is then to these fundamental that I will address myself briefly. The most perplexing problem in bringing safety to the patron is i teaching the patron and the public to exercise reasonable care for tbei own safety. The law of self preservation loses much of its force i connection with the_hazards which have become a part of our dail routine of life. Constant example of safe operation by our employe* will do much as will courteous admonitions. Well thought out as executed campaigns of publicity through car cards, car distribution < bulletins or booklets and newspaper space will all do their part. Bi for all companies who have the opportunity of helping to liberally su port, direct and cooperate with the activities of a local safety counci there can be slight doubt that in such manner better than any other m< the great message of universal prevention of accidents be brought hon to the community, free from the taint of selfishness. When that is doi the individual utility again justifies its being as a public service corpoi tion, and by best serving its community, best serves itself. Leaving then the problem of reaching the public largely to the loc safety council, we come to the problem, more important from onr star point, more intimate and yet simpler of how our employees may brought to the fullest degree of cooperation in accident prevention bo in thought and act.3A.nd right there, is the nub of the argument. Mi agement and men, employer and employee must honestly think togeth< a real joining of minds, they must see eye to eye in this matter of a cident prevention before real results will be obtained. There must be selfish mental reservation on either side that "I will go so far as 1 MBm Bailiasaiffli Electric Railway Section 387 own interests dictate," but rather the mutual feeling: "I "will go as far and as fast as I may on the road of safety and service to my fellowmen." And are. there any here who think it will be difficult to get your men to see with you on this question? I assure you, at the risk of being trite, that these platform men, yours and mine, have the same human nature as you and I. The same milk of human kindness flows from their hearts. Just as "The Colonel's lady and Judy O'Grady are close akin under the skin" so is Jim, the motorman, and the big boss. These street car men are a good cross section of the sturdy, intelligent, home building American working man and citizen. Through the tremendous number of human contacts they make, I believe they rank well above the average. They are quick to detect in sincerity, or to resent the least spirit of patronage. They will not be gold bricked by man or management who looks on accident, prevention solely from the dollar standpoint, and yet urges it on them from the humanitarian standpoint. Xet meet and treat them as American men, deal fairly with the cards on the table, give them full voice and chance of self-expression and preach and practice the Golden Rule and you'll And a response from the street car employees of every city in America that will thunder the message of human safety throughout the length and breadth of the land. I regard the rank and file of these trainmen as a vast mine, rich in potential loyalty, in pride of workmanship, in clean Americanism. We as the prospectors, need but the vision, the initiative, the energy and purity of purpose to bring those riches to the surface. Let's not be too cock sure or dogmatic in teaching them how to avoid accidents. If we once awaken their interest and get them to thinking the chances are, they can show us ten practical ways by which they avoid accidents every day to one trick we teach them. Strictly speaking aboui the only practical teaching we can do is with new men. But we car interest all of them--we can get them to thinking, if we go about i' squarely and understahdingly and sincerely. Give them the facts, all th< facts, not only about accident prevention, but about your company. Mak< them mentally, if not financially, partners in your affairs. With all th< facts before them, you can depend on their thinking and thinking straight. And then gentlemen, if your company's hands are clean, oui reward will come and theirs in near elimination of avoidable accidents in efficiency of operation, in good will of the public, in better citizens am the satisfaction of the day's work well done. The terms, street car man motorman, conductor, will become badges of honor, of civic service, wel merited and proudly worn by all of us. If our purpose is high and our heart right, we can light for our mei the twin torches of service and safety for humanity and we can depem on those men to carry on, and by their devotion to keep alive the flam< and to light us home in the gathering darkness when our last day's worl is done. `: 388 Fourteenth Safety Congress Ccjuuiax Ketser: I am going to ask Mr. Truett if he will submit the report of the Nominating Committee at this time. Mr. Tktjexx: For Chairman, G. T. Hellmutb, Claims' Attorney, Chicago, North Shore 'Milwaukee Railroad, Chicago, 111. For First Vice Chair man, Ralph W. Emerson, General Manager, Cleveland Railway Company, Cleveland, Ohio. For Second Vice Chairman, A. W. Koehler, Superin tendent of Accident Prevention, Milwaukee Electric Railway & Light Company, Milwaukee, Wis. For Secretary, Mr. E. K. Eastham, Safety Director, United Railway Companies of St. Louis, St. Louis, Mo. Chaibsiax Kcvser: A motion Is now in order for acceptance of the Report of the Nominating Committee. It was moved and seconded that the Report of the Nominating Com mittee be accepted. The motion was carried unanimously. CiiAiEitAif Keyser: Due to the fact that Mr. Noonan was not present at the beginning of the session, I am going to call on him for a brief report of the Bulletin Committee REPORT OF CHAIRMAN NOONAN. OF THE BULLETIN COMMITTEE There Is a lot accident prevention work we are trying to burn int< the minds of the train men that is being done by motor car7 bulletins an< typewritten news and typewritten letters and bulletin boards and the: never get into their noodles because they haven't time to digest them an understand them. Pictures and posters help. I found that the Council was very anxious to 'get pictures and poster I found them eager jto get the new ideas and pictures, and I was equal! anxious to help them. I have an idea that if we could get out a larger bulletin, reprodue* from a photograph and dealing wjth operations, not with shop practit but with operation of a car, for instance, that would illustrate one ty of accident, as a train man getting crushed between cars,-- the year 1 fore last we had five. They weren't general men or dumbheads, eitb They do get in between the cars. They do adjust their trolleys betwe cars. They do it on the street, and when they go to work, they go in tween cars around the barns. We had one case where a trolley was and a motorman came through and walked between the two cars anc mechanic went on at the same time and the car moved back and the n was killed. 3 Why shouldn't we have a bulletin illustrating the danger of going between the cars? There is great emphasis oh the prevention of a dents" to the passenger^.' Why not start illustrating accidents to - train men and train thein to be careful about themselves and then t would learn something to pass on to the passengers, in particulai emphasize that they are just as Important as the passengers. We d want them to get hurt at the grade crossings or on the street, and. tl Electric Railway Section 389 fore, we must try to make him think about his life even though he is busy in the performance of his work. Why not have a bulletin illustrating the right and wrong way of get ting off a car? You see your boys around the station hopping off on the last trip, hopping off while the car is in motion, running across traffic. ' There are many pictures like that that you could use in the train room, for instance. It is getting very common in our large cities for automobile drivers to try to get by street cars. Why shouldn't he try to get by? He is trailing behind the street car and he gets tired of parking every time the car stops, so he trys to get by, and as he does it, the motorman steps on it also and you have a race between the motorman and the automobilist, very often causing an accident. We try to get a picture of a thing like that, and I feel that if we could get large pictures of that kind in our train rooms that they would do a great deal of good and would appeal to the train men. Mr. Bowen let a thought drop that has to do with those pictures. He tried to emphasize that and if he has any fault, it is that he is too modest. I would like to have seen him hit the table and put the paper aside and say what I know was in his heart and that is, "Do this work for the love of your fellowman. Do it because it is a. humanitarian work." That thought was emphasized afterwards by Mr. Gaslham wh said that train men feel exactly as do executives. Of course they do and that is where the trouble begins. So many operating heads and so many bosses think the train man is in a classby himself, and overlook the fact that for years for years and years the motormen and conductors have been grumbling like hell to try to boost the work and that no one realized what they were doing with their heart and souli. Pictures of a helpful, instructive nature on the better operation of cars, constructive suggestions and larger signs would do a great deal of good not only to, the train men but indirectly to the general public. As Mr. Bowen has said, there is a lack of interest by the companies. If the National Council cduld send out pictures for the street railways of a highly constructive and' valuable nature, and would make an appeal to their train men, those pictures would help to sell this Council to ex ecutives who don't konw anything about the splendid and constructive work of the National Safety Council. Now, then, when you get your new chairman of the Bulletin Commit tee--and I am going to look at the faces of some men here that I know --if you read the letter that comes from the secretary, whoever he will be, asking for suggestions, and you get an appeal that applies to every man here whose name I don't know, I ask you to get busy, to give a few minutes, ten or fifteen, the week you get the letter, to look around and see what you have and send him the photograph or sug gestion. In that way you will be helping to spread the great humani tarian work and to revive that work and give it a start in some com pany where it Is needed. 390 Fourteenth Safety Congress A. J. Van* Bbust (Public Service Co. of N. J., Newark, N. J.): There is not a man present who should not have sent in a suggestion. The National Safety Council cannot get out the bulletins and the chairman of the Bulletin Committee doesn't amount to a tinker's damn unless he has your assistance. Chairman* Kkvsek: I want to announce that R. C. Bush, of the Bostor Elevated is present and he has requested about three minutes to mak< a little talk and I am glad to give, him the privilege. REMARKS BY R. C. BUSH OF THE BOSTON ELEVATED RAILWAY COMPANY Mr. Bt'sn (Boston Elevated Railway Co., Boston, Mass.): Attending this convention are fourteen representatives of the Boston Elevated Rail way Company. Ten of these men are operating men and have earnei the right to be here by their own efforts and their own activities ii safety work. i: The plan which was adopted by the Boston Elevated Company to de termine which men would be sent to the convention is brief and I wil just outline the important parts of it and should any man in the room wish to have a copy of the plan in detail, X feel sure that Mr. Edwar< Dana, General Manager of the Boston Elevated Railway Company, Pari Square Building, Boston, Mass., will be glad to send a copy of this plar About the substance of the plan was that about January 1 Mr. Dan; sent notices to 4,000 train men. They were all operating men. He state that lectures would be prepared and sent to the homes of every mar These lectures were prepared by men in the Claim Department who ha been there a long time. The papers purported to be a typewritten cop of a supposed meeting which had been held. ~''ese lectures dealt with the safe operation of cars and trains o the surface, elevated structure, and subway. They were sent out one a week and there were ten of them and along in the spring exaxninatio papers were sent prepared by the Claim Department and notice wa then sent out that an examination would be held and anyone who d< sired to participate in the examination, provided he got a sufficient mar and his accident record was clean, would be rewarded in some way c other. The manner in which he was to be rewarded was not mad known to the employees at that time. About 250 employees took the examination which was held in the ii structors' school room, and out of that 250 men it was the duty of tt Claim Department to pick two men from, each division. There are fi\ divisions. So, the ten men who are here today are the ten picked me from the Boston Elevated who passed the highest mark in those e: aminations. These delegates are, therefore, picked-men, and I felt that they wou! take a lot away fronr this meeting and up to this time would give not ing in return. If this plan is of any benefit to anyone here, I feel qui' jigsaw;: -I >WsW--EE' -3' Pi --(Wig 1.1i.,.iiiiii 1 -:" ; : ai Electric Railway Section 391 sure Mr. Dana would be very glad to see that you have the full details of it. THURSDAY MORNING SESSION The Second Session convened in the Hotel Winton, Cleveland. Ohio, at 10:15 o'clock, H. M. Keyser, presiding. Chauxax Ketsek: The first paper on the program this morning is "The Value of Employees' Suggestions -In Electric Railway Safety." THE VALUE OF EMPLOYES* SUGGESTIONS IN ELECTRIC RAILWAY SAFETY G. B. Powell, Asst. Gen. Sup't, Louisville Railway Co., Louisville, Ky. The thoughts expressed in this paper are necessarily a resume of the knowledge gained by safety work in the organization with which 1 have the honor to be connected. We have been actively engaged in safety work since 1910 and have received hundreds of suggestions from employes in all departments, which have been acknowledged, given carerul consideration, and many of which have been used to great advantage in our safety work. Our first effort to utilize the brains of the whole organization for the solution of our safety problem was made in "Trolley Topics," our semi-monthly company publication, in the fall of 1914. An appeal was made to. all employes to send in safety suggestions, a prize being of fered for the best and announcement being made that those deemed or special merit would be published in our magazine, the prize winning ones on the front page. Within sixty days 672 safety suggestions were received, among which were many original ideas of exceptional merit. The first tangible T-Otult noticed was the keen interest taken in the safety movement by 'those who had submitted suggestions. They not only talked safety to their fellow employes and passengers, but they put into actual practice the methods of accident prevention which they had suggested. This method of receiving safety suggestion? was continued until October, 1918, at which time the publication of "Trolley Topics" was temporarily discontinued. Although the conditions brought about by the world's war, labor' turnover, etc., left no time available for con certed safety efforts, two important lessons bad been learned in addi tion to the actual result obtained from the suggestion idea: First that the employes will respond to an appeal to assist the management by suggestions; second, that those on the firing line have a view point of advantage which enables them to offer suggestions for improvement in matters which escape- the attention of officials of the company. Often the most humble employe can suggest a way to overcome a hazard be cause he alone has the opportunity to study at first hand a method for improvement. -- Mainly because of labor turnover, our safety work did not make rapid strides during the years of 1919 and 3920, but in April, 1921, a carefully 392 Fourteenth Safety Congress planned sarety program was inaugurated. This program included the formation of a company safety council composed of the director of safety, who is an officer of the company,. a permanent secretary and a representative from each unit of the property. These unit representa tives are chairmen of the unit committees which are elected every ninety days by the men at their respective units. This company safety council has proven entirely satisfactory and is actively engaged in the pro motion of safety on our property, one of its most important duties being to make a safety inspection of our entire property once each month. The safety committees receive suggestions which they submit through their chairmen to the director of safety and which are then taken up with the officials of the company. This, procedure has proven highly successful, many suggestions being received from employes through osi safety council and these given careful consideration by managing of ficials, having resulted in many improvements in the interest of safety A marked contrast is seen in the suggestions received at this time and those received when the suggestion method was started. At firs< the suggestions all pertained to the prevention of accidents through the carefulness of employes and methods of caution to passengers, pedes trians and others. Now, through the safety committee system and th opportunity afforded for discussion in the monthly meetings of th< council, suggestions for the improvement of equipment, revision of op erating rules and other constructive ideas of real merit are being pre sented, many of which are adopted. The development of a first das sanding device, improved gong on the safety cars, elimination of man; boarding and leaving accidents by. changes made in platforms an< steps, and the development of a more efficient front platform curtail are a few selected from the many suggestions which have been adopted The value of the safety work of suggestions from employes is bes analyzed by dividing the subject into three parts, each succeeding dl vision of which in my opinion is more important than the preceding one First: The actual value to safety work of suggestions made by era ployes. . Second: The comradeship of purpose established in the organizatioi through receiving suggestions from employes. Third: The elevation of individual ideals .by allowing ambition t be gratified through suggestions put into practice. Safety Work Has Passed Dollar Mark Stage Safety work of the present day has passed through and emerge from the stage of the dollar mark to the higher and nobler purpose c saving human life and suffering. Those who have been engaged i safety work a sufficient length of time long ago ceased to teach safety They now preach It. Today In safety work we protect the smiling face of hoys and girls who are to take our places in the near future, an who. by reason of our safety efforts may have the opportunity to far the world with whole bodies that are strong and vigorous instead c with the handicap of wooden legs and empty sleeves. Yet when we loo ElectricRailway Section :3i)3 over the yearly balance sheets, we see that safety- work does leave a surplus in the fund which was formerly spent, for anesthetics and nurse hire. t-- No more forcible demonstration of this saving could be asked for than the fact that at the present time, despite the tremendous increase of traffic on the streets, we are able to operate our cars with fewer pre ventable accidents and lesser in severity than in former years. It would indeed be impossible even to estimate the actual value In money of the saving made by the adoption of employes' suggestions along the lines of accident prevention. I am sure, however, that it is much larger than the average managing official realizes, that, if it were possible accurately to compute the results in dollars and cents, the sum would surely reach some staggering amount annually and there is no doubt in my mind but that a large part of the success attained in the safety movement can be attributed to this source. Comradeship of Purpose Must Line Up Whole Force Co-operation between officials is not sufficient to insure safety of op eration, nor will co-operation between departments even approximate perfect success. There must be a comradeship of purpose which will link up the whole force, from the managing head to the boys on the firing line, the platform men. All the way'* down through the organization there must exist a feel ing of "our program" and "our problem," and here the employes sug gestion idea fits into the scheme as the keystone in the arch of a structure. If Motorman Jones has suggested increased brake pressure, a safety stop at a dangerous street crossing, or a locking device on electric switches'to prevent rear trucks splitting, or if Conductor Smith has suggested a guard on the door operating device, metal tread Etrips on the steps, or any of many such suggestions, and if their recommenda tions are put into practice by _the management, then and there that fortunate company adds to its' personnel two personally interested boosters for the safety program. Others, Beefng the fruits of sugges tions that they know to have been offered, will endeavor to discover how to overcome some other hazard by suggesting a simple method which escapes the eye of all except the men actually operating the cars. Thus you have the entire force, or at least the major part of It, prac ticing the most important feature of the safety program, "co-operation." It does not take a safety expert or an efficiency engineer to know that forty small mules can pull a larger load than one or two large ones. Similarly, I can . see that the constructive thinking of one, two, three or twelve hundred minds engaged in the same enterprise will develop a more nearly perfect plan of operation than if the entire burden of thinking is. borne by the few responsible for the management of the concern. Co-operation, comradeship of purpose, company spirit--call it what yon will, it is the most necessary element in the success of the safety program. Too, like a tender plant In hard, dry ground, it needs careful 394 Fourteenth Safety Congress cultivation and it will not start at the bottom. It must originate at the top and soak down, through to the rank and file. Suggestions from the workers in the ranks are indications that they have been reached and that they are interested, and the adoption of ideas of merit from them adds tremendously to the power of the organization because it indicates to the men in the ranks that the management expects and wants the use of their brains as well as of their muscles. Participation In Safety Work Presents Strong Appeal Deep down in the soul of every human being there is an inherent desire to do something worth while, a desire to be recognized as a benefactor or a leader by fellow employes, friends and citizens of the community in which he lives. Yet few there are who have the oppor tunity or the ability to become famous and not many can claim front page space in bold type as the benefactors of mankind. Indeed, only a mere handful of giants are developed in a generation, and few of these from the ranks of the electric railway industry. The opportunity, there fore, to take part in the safety movement makes a strong appeal to average employes in the transportation field. . Not only because they are interested in their own safety, but because they are responsible for the thousands of lives entrusted to their care, we find platform men ever ready and anxious, even proud, to serve humanity through the medium of the great safety movement as it is known today. There is moreover, a satisfaction for the most humble employe when he sees an idea of his own conception put into practice for the safety of others. Immediately he climbs up higher in his own estimation of importance. Selfish, this is, but rightfully so, for "to him who hath shall be given" is as true today as when recorded by the prophets of old, and surely no more legitimate reason for pride can be found than in the fact that by thought or act the sacred command, "You are your brother's keeper," has been dragged out from its long lost hiding place and some member of the human race has been spared pain and suffering. Recogni tion of superiority as evidenced by suggestions adopted therefore is one of the necessary stimulants to produce renewed interest and effort bringing forth the very best in the individual employe concerned and placing before others an example more striking and effective thai could be accomplished in any other manner. DISCUSSION OF 6. B. POWELL'S PAPER "THE VALUE OI EMPLOYEE'S SUGGESTIONS IN ELECTRIC RAILWAY SAFETY" John H. Truett, Director Baltimore Safety Council, Baltimore, Md. One of the statments in Mr. Powell's paper arrested my thought. I was the reference to prizes for meritorious suggestions. While it i true that many a man will get the proper feeling of pride in seeing Electric Railway Section 395 suggestion of his carried out, there 'are some who become embittered if they make a suggestion from which the company will derive benefit and they personally receive no benefit. It very often rankles in an em ployee's soul like the age-old story of an invention submitted by an em ployee and -appropriated and patented by his employer. I have had no experience in the award systems and therefore cannot give you an intel ligent solution but am only mentioning this for consideration. One of the greatest weaknesses in suggestion systems is the absence of close follow-up. If a man makes a suggestion he wants to know what has become of it. In my experience, every suggestion received was put through a systematic course of procedure. First, a personal letter was sent to the man acknowledging receipt of suggestion. The suggestion was given a key number according to character and origin, then in most cases a personal investigation of the matter reported, was made for the purpose of intelligently handling the suggestion and explaining the em ployee's point of view. Occasionally this investigation disclosed im practicability. This investigation enabled a better explanation to the employee if the suggestion could not be adopted. After this investigation it was referred to the department concerned if of a minor nature or to the management if a matter of policy or involving an appreciable ex penditure of money. The suggestions were not forgotten here and lefl to a possible determination but were kept in a live file and referred tc frequently and if action was not taken in a reasonable time they wer followed up for an expeditious determination. In the past three years the company with which I was previously as sociated had the following experience: Suggestions received -------------------------------------------------------------------------------------------3066 Suggestions approved -----------------------------------------------------------------------------------------2397 Suggestions disapproved ---------------------------------------------------------------------------.'------384 Remainder were held open for further consideration at the end of eacl period of classification. The key system is found to be very valuable because in the course o an extended period in a large organization there will be considerabl repetition of suggestions. By referring to action taken on previous sug gestions on the same subject very material aid is given in handling th current ones. I cannot help but comment on the careful handling of suggestions an in this connection must say that I am a firm believer in keeping man's name in connection with his suggestion secret until determinatio of action and even after this if necessary. This is to prevent criticisi of the man from someone who may feel that the suggestion touches hi efficiency or that the employee has usurped - the other's prerogativ Sometimes that may be his foreman or superintendent. I know of on case particularly where the failure of a superintendent to carry out a order resulted in a safety committeeman observing three nearly serioi accidents in the course of one forenoon. The committeeman called ov< 396 Fourteenth Safety Congress the phone and told of the condition, which was immediately corrected. This action no doubt saved a serious accident at the same time that it saved the superintendent his job, but not the reprimand that was due him. If a serious accident had resulted he would have lost his position, because it would have been entirely attributable to his failure. He suspicioned this man who was honest; enough to admit it when asked and the superintendent was bitter in his criticism because the matter had been reported. Suggestion systems are an integral part of any safety organization. Without them the organization would be unbalanced. The company is constantly telling the men what they can do to prevent accidents and improve service. Should not the safety committeeman and employees in general have the same opportunity to tell the company of the things they see that the. company can do to prevent accidents, and improve service? _-- If we are not careful we are liable to presume that all of the intelligent thought is contained in the offices. A little observation will disclose that there are thinkers in the ranks also. If given encouragement and tht vehicle this thought can be put to constructive use. ACCIDENT PREVENTION RESULTS OBTAINED FROM EN FORCEMENT OF NEW TRAFFIC REGULATIONS AS APPLIED TO VEHICLES AND STREET CARS Ralph W. Emerson, General Manager, Cleveland Railway Company Cleveland, Ohio. The president of The Cleveland Safety Council will report for the year 1925 an increase of nearly 50 per cent over 1924 in the numbe of traffic accidents. =That seems appalling. it may be assumed by superficial minds that the primary, if hot th whole cause of this alarming situation, is the greater number of ante mobiles in use.- Charging., all. that is legitimate to this increase, ; reflective survey of the wide field inviting investigation will discover . myriad causes with each citizen is closely identified and about whie he should be profoundly concerned. Notwithstanding there has been such a tremendous increase in tra: fic accidents in general, there is a ray of hope seen in the statistic which reflect a most favorable result where effort has been concentrate on certain types of accidents. Our city officials, having awakened to the criminal negligence < multitudes of men and women, and the growing dangers of our street! enacted certain ordinances with a view to promoting safety and saf< guarding the individual. Among these ordinances three may be hex mentioned: ^ Electric Railway Section 397 First--The boulevard stop. Second--Elimination of vehicles parking bn main thoroughfares dur ing rush hours. ___ Third--Anti-jay walking. Considering the length of time the campaign has been waged In the interest of safety, and the varied educational forces at work, the splen did progress of this movement cannot be even approximately measured in the presentation of statistics. Figures but suggest the results achieved by this wonderful movement. It is, however, gratifying to reflect upon the manifold concrete examples of the commanding influence of safety instruction and the widespread reforms achieved by reason of the in sistence of an Increasingly enlightened public, that safety ordinances be observed. With no disposition to exaggerate, we happily note that the boulevard stop ordinance bas resulted in a marked decrease of automobile acci dents at street crossings. The Cleveland Railway Company volun tarily enlisted in advancing safety work and systematically, as well as diligently, has contributed to the enforcement of traffic regulations. This cheerful co-operation, with an insistent public demand, has not gone unrewarded, for the records of The Cleveland Railway Company show that automobile^ collisions, at street intersections, are steadily decreasing and that these accidents now are accompanied by compara tively little damage. Ordinance Prohibiting Parking Has Reduced Hazards The legislation against parking on main thoroughfares during rush hoars, when throngs of people In automobiles are entering and leaving the city, has resulted in the elimination of many kinds of accidents. Coupled with that is the new signal system at street Intersections with one-way traffic, assuring drivers the open street, which has resulted in safely speeding up all vehicles, including street cars. Following the inauguration of this regulation, street cars for the first time in years were able to reach their destination on schedule time, and the great hazards hitherto existing during the rush hours were reduced to a minimum. In addition to the speeding up of all kinds of traffic il practically eliminated such types of accidents as side-swiping of vehiclef and collisions of vehicles turning to pass one another. As for statistics which show the result of the enforcement of thesi two regulations, an idea as to the success of this legislation can b< gleaned in the records of The Cleveland Railway Company which sho\ a reduction of twelve hundred in the number of automobile collision in the first six months of 1925 over the corresponding period of 1924 These figures concern only accidents in which street cars figure Cothe figures not being available) and therefore it is safe to assume tlia there has been a like reduction in accidents occurring under the coi ditions referred to, where automobiles alone are involved, or in whic pedestrians figured. 39S Fourteenth Safety Congress Tile enforcement of the non-parking regulation, and the resultant speeding up of traffic during rush hours brought about' much discus sion by persons interested in safety work. Many were of the belief that such a regulation would serve only to increase accidents and add to the already growing dangers of the street. For those who doubted the wisdom of this regulation it might be pointed out that available statistics show this legislation to be even more effective, in the matter of reducing accidents, than the boulevard stop law, for there were three hundred fewer accidents attributable to the boulevard stop as com pared with nine hundred fewer accidents the probable result of the non-parking and speed-up regulations, in the first six months of 1925 as compared with the same period for 1924. The regulation which aims at protecting the pedestrians has not been enforced with same unyielding purpose as have other law's herein mentioned. Nevertheless, by reason of the watchful care of policemen who direct and warn pedestrians, accidents are less frequent. In this respect there has been a noticeable change In the attitude of the pedes trian in crossing the streets in the down town section. In perfect keeping wish the subject before -us it may be mentioned that The Cleveland Railway Company, in recognition of its responsi bilities, bas taken advantage of every opportunity to encourage safety endeavor. That has resulted in two things: First. The growing alertness of employes. Second. The efficiency And safety of all lines from the standpoint of the public and of the company. Definite Regulations Make Employees More Careful Reference may be made to passing switch points and running over special work at street intersections. As a result of the institution of definite regulations governing the movement of cars at places of danger, employes have grown more deliberate and thoughtful and cars ar operated more smoothly. The success of these regulations is indicated in the following report: The number of derailments and collisions of cars at points referred to have been lowered 40%, and personal injuries 50% during the first six months of 1925 as compared with the same period of time in 1924. The careless, reckless, heedless behavior of multitudes of people In the streets, both as pedestrians and drivers of vehicles, demand the strict enforcement of traffic rules. Immunity from punishment for the de struction of life and property is an invitation for recklessness. These are serious matters upon which to reflect, but, evidences of the good effect of safety propaganda are discovered on every hand, and so in tensive and extensive is the general attention to the problem of safety in our streets, that figures reporting progress are certain to multiply. It is intresting to note what concentration of effort has done in the matter of reducing accidents. Even with a general increase it was possible to reduce certain types of accidents, many of them to a mini mum. Electric Railway Section 399 "GETTING DOWN TO BRASS TACKS'' Victor T. Noonan, Chicago Surface Lines, Chicago, III. The Chicago Surface Lines is the largest operating electric railway, in the world, employing 20.000 persons. Our Accident Prevention Organiza tion consists of councils, starting at the top with a General Advisory Coun cil. Our accident prevention work so far has been all internal, constant correction of mechanical defects and education of the trainmen by means of safety meetings. We have strictly avoided all "brass band methods" and superficial safety slogans. Likewise we have avoided anything that looks like a campaign. Our accident prevention work is strict business, woven into the regular work of all our departments. As a result of this thorough, intensive work, our injuries and fatal accidents were greatly reduced last year, the results being even much better this year, with fatal accidents to our employees reduced 75 per cent In our track department employing 1,400 men, not an eye has been lost in two years since the introduction of goggles. Street railway accident prevention work is not like industrial safety work. The problem that confronts the street railway Is a two-fold one-- first, you have the same problem within the organization that the industry has; secondly, you have the problem that lies without, the public one, and this public hazard is each day becoming more acute in every large city in the country. You may ask me, how are we going to tackle this two-fold problem? My advice to you is to begin your accident prevention work internally. Clean up your own house within first. Having done that, you have made the best possible start for the educational work which you must eventually do with the public. In cleaning up your own house, you will find plenty to do. You will find some of your operation that is not safe. You will find practices in connection with boarding and alighting that are not safe. You will find that your brakes, bells, gongs and other equipment can be made safer, and when you make your equipment safer, you are bringing home to your trainmen the best: argument of all that your respective companies are seriously interested in the prevention of accidents. Urges Study of Accident Statistics In connection with your accident prevention work, it is absolutely vital that you study your accident statistics, and that you keep all your acci- r .dent data in the most scientific and up-to-date manner. All accidents ^should be properly segregated, accident reports should be kept separate from accident injuries, property damages should also be segregated. I have always found it a good plan to attack the enemy in one place. In other words, select one class of serious accidents and get your whole organization working together to reduce that particular class of accidents. Keep at that job for a year or longer if necessary. In making a com bined effort to reduce one class of accidents, you will find that you will. 400 Fourteenth Safety Congress at the same tiime, reduce other classes of accidents. Do not attempt to try to prevent all .the accidents. / That cannot be done, but you can stop some of the preventable accidents involving serious injury and loss of life, the causes of which'are to be found within your own organization. My experience with the trainmen with whom I have come in contact on many of our large electric railways, is that they are as a whole as fine a body of good men as you will find in any industry. I know that they are trying to do their work'as best they know how; I know, too, that they are very appreciative of being handled right. I cannot pay too high a tribute to the 15,000 trainmen of the Chicago Surface Lines for the splendid co-operation that they have given to me in the work that I have charge of. I have heard it stated here by some of the speakers that they were unable to get the cooperation of the unions in connection with accident prevention work. I cannot understand that, because in Chicago we have received the strongest support and help from all the officers of Local No. 241, which is the most powerful street railway union in the country. I firmly beliieve that the union officials elsewhere will co-oper ate in accident prevention work, if you ask them to do so and convince them that you are sincere. In dealing with your trainmen you should make them feel that you understand that to every post there are four sides. You must make them beliieve in your sincerity, * in your unselfishness and in your spirit of kindly understanding. You must make your trainmen have faith in you and in the organization Which you represent. The greatest quality of all in connection with accident prevention work in my opinion is to be sin cere. Where accident prevention work has for its foundation a great, strong depth of sinceriity, there will be ho doubt whatever but that the work will be more successful than you had expected. 1 ADJOURNMENT It.. Employees' Benefit Associa tions Section October 1, 1925 HAROLD A- LEY, Chairman - President, Life Extension Institute, New York City F. E- CHAPMAN, Vice-Chairman Superintendent, E. B. A., International Harvester Company, Chicago, ill. H. Ml DAMBMANN, Secretary Actuary, Mutual Relief Association, New Jersey Zinc Company, Franklin, N. J. THURSDAY MORNING SESSION HE EMPLOYEES' Benefit Associations Section of the National Safety Council met at the Hotel Statler, Cleveland, Ohio, at 10:00 o'clock, Harold. A, Ley, Chairman, presiding. ADDRESS BY CHAIRMAN OF THE EMPLOYEES ' BENEFIT ASSOCIATIONS SECTION Harold A. Ley, Fred T. Ley Co., Springfield, Mass. Every employer knows that one of the biggest-factors in the success of his business is the efficiency of his employees. Their efficiency depends on two thingsJT their health and their attitude toward the firm that employs them! No concern ever makes any money out of a sick man or out' of a man who feeis antagonistic towards his firm. Anything that will Improve the health of the employee and" at the same time increase' his good-will towards his firm in. something that every employer should want and should be glad to pay" something to get, especially If he can be assured that he will get back two dollars for every dollar he spends. In every concern there are two parties to be considered: owners and employees. Neither one can accomplish anything without the : other. They must work together and anything that draws them together is a good thing for both. The one thing that both are vitally interested 401 402 Fourteenth Safety Congress in is improving the health of the employees, and this is about the orif thing that I .know of where their interests are identical. There is nothing in the industrial world that causes as much misery and suffering as having the income stop when a person is taken trick: and the same thing is true--only perhaps more so--when the vast earner dies. So any employer who can help his employees solve theee two problems (and they are the employees' problems, not the employer")*) is bound to have a better satisfied group of employees. In this way he makes his plant more attractive to' work in than a plant where the employees are not satisfied, and that is bound to reduce turnover. If an employer is going to spend his money for something else besides wages he had better be sure that he can justify this expenditure to bis employees or they will naturally ask for an Increase in wages. If the employer is satisfied he can make more money out of his employees if they improve their health, then he has ample justification, for spending the money for the things the employees want, provided it results in their improving their health. The best proof in the world that It is something the employees want is the fact that they agree to spend their own money to help pay for it.' Industry as a rule has taken care of the salaried employee when sick but has done very little for the hourly employee. It has generally paid the salaried person without any guarantee .to do so, but it seems to have been an unwritten law among most concerns to pay for sickness and to pay for an indefinite length of time. Employers have been -rather loath to say just what they would be willing to guarantee to do but even the salaried employee would prefer to substitute a definite arrangement even at some expense to himselr for an indefinite arrangement that may be cancelled at any time on the whim of the employer. The hourly employee would welcome any arrangement that would assure him of getting a definite sum each week that was adequate for his actual needs. Two-thirds of a man's average wage seems to be the ideal figure for a person to get when sick. Human nature has to change a good deal before we can pay a person as much when sick as when working. Even if a person is only getting two-thirds pay when sick there should - be some strong restraining or governing power supervising these payments because there are lots of persons who would rather loaf on two-thirds pay than work for full wages, and experience has shown that the only real restraining influence is a man's fellow workman--if they are helping to pay for their fellow workman's sickness. They will see that no man is paid for malingering Instead of sickness, and that is something that very few employers or insurance companies can do. Industry is taking care of its employees when injured and charging the premium they have to pay for liability insurance up as an expense and there is no reason why it can't handle the expense of sickness insurance in the same way only there is one very important differ ence between accidents and sickness. It is comparatively easy to tell E. E. A. Section, 403 when a person is injured bnt it is a very diiBealt tbin^ to tell wben a person is sick, and unless the employees themselves are paying: a mb' stantfal part of tbe expense of the sickness insurance^ t&efr sympathy is going to be always on the side of the employee when he is oof amt claiming compensation--whether he is entitled to ft or not--and se employer wants to make an issue of a thing of this Kfad If it is gnittf (e result in a majority of his employees ftklatg dies agafnec (Hfflk fr tt's the employees' money that is being spece. thnf an entirely different story. -- Believes Employers Can Afford to Blfct PtseWns Another very serious question is whether am mehwutuf plant can afford to take on this additional expense. The WSWC Sa very confident, after several years' experience with tMt proMrtn, that hnttad of an expense, industry can make money out of the- right kfad of plan. Everything- that an employer does for his people has one object in view and that is. to have his people working at their jobs in the best physical condition to do their work for the greatest number of days in a year. Any plan that will accomplish this is worth paying out a certain amount of money for. (It can be done for 1% per cent to per cent of the payroll). Improving the health of the employees accom plishes the desired result; but it i3 quite a problem to get the employees to take a real interest in improving their health. The following plan is not a theory. It has been tried ont in more than 50 different plants and is adaptable to any kind of concern. If installed with the right kind of management and with all Its features, this plan will do the trick; but like a table, leave off one leg and it loses Its efficiency. Most employees are not interested in improving their health because they think they are perfectly well or nearly so. and they continue to think so until they break down and then, in a great' many cases, it is too late to do anything for them because the damage is done. How ever, if you can get them to have a complete physical examination, they will get--for the first time in their lives--a true picture of their condi tion and they will then become interested in correcting their defects, because everyone wants to live as long as possible. Employees have always associated examinations with insurance and when a health service, is combined with insurance features in an organ ization run by the employees, all objections to taking the examinations seem to disappear. Another interesting development has been the faci that, while the employees insist that the doctor treat all the informatior he gets confidentially, they never do. They seem to be anxious to tel their troubles to anyone who will listen. If, in addition to Interesting each employee in his own health, yoi interest all the employees in the health of every other employee in th< group, you will begin to get some real results. How can this he done By making every employee help pay the expense every time an employe- 404: Wo-urteenth, Safety Congress is out over a week on account of sickness. This applies just as much to the salaried employee as it does to the hourly employee. I can hear the skeptics saying: "That all sounds fine, but it can't be done." You are wrong; it is being done and it is comparatively easy. Presents Outline for Mutual Benefit Association Form a mutual benefit association of all your employees that want to join, from the president to the man in the yard; and fix your dues at three cents a week or $1.56 a year for every $100 of yearly wages, and have the firm contribute an equal amount each week--which will equal 1% per cent of your yearly payroll. Membership in the mutual benefit society will entitle an employee to the following benefits: 1. Two-thirds pay for 26 weeks for all time lost due to either sick ness or accidents (beginning at the end of the 7th day of 'sickness) and one-half pay for an additional 26 weeks. (This benefit should not, cost over $9.00 a year for a ?3.0.00 a week benefit. 2. Life insurance equalling a year and a half's salary, which will be paid in weekly installments in case of death or total disability the individual to receive his 52 weeks of benefits under the health insurance before beginning to collect under the life insurance total disability clause. (This life insurance can he bought for approxi mately $9.00 per $1,000). 3. Health service that will include a complete physical examinatioz every year, made by a doctor specially trained to do this kind o) work. The results of the examination to be held strictly confi dential and each individual to receive a report telling him what b< should do to correct his defects and how he should live. (A service of this kind can be bought for $6.00 a year). Take a concern for example with 500 employees divided as follows Class Number in Class Yearly Salary A 325 Less than $1500 B ^ 125 $1500 to 33500 C 25 $3500 to $5000 EXAMPLES ------ A. (Employes earning $20 a week or $1000 a year) $13 a week sickness insurance for first 26 weeks 1 $10 a week sickness insurance for second 26 weeks ^ @ per ra wk..$ll. < < $1,500 life insurance at $9 per $1,000I____________________..__________________13.5 Health Service --.I ____________________________________________________________________ 6.0 Total per year______$31.2 Amount contributed by employer..__________________!$15.6 Amount cntributed by emplyer_____________$15.6 B. (Employee earning $60 a week or $3,000 a year). $40 a week sickness insurance for first 26 weeks)______ $30 a week sickness insurance for second 26 weeks r @ per ____ a wk..$36.0 E. B. A. Section 4C $4,500 life insurance at $9 per $1,000------------------------------------------------------------------- 40.1 Health service _____________--------------------------------------------------_-------------------------------------6.< Total per year______$82.i Amount contributed by employee 90c a week for 52 weeks-------$46. Same amount contributed by employer-------------------------------------------------------46. Amount available for paying costs of benefits Actual cost of benefitsTM-------------------------------- .$93. . 82. Amount left in the treasury of the mutual benefit society-------------------$11. C. (Employee earning $100 a week or $5,000 a year). $66 a week sickness insurance for first 26 weeks ^ $50 a week sickness insurance for second 26 weeks^ * *)er * fc*59 aW $7,500 life insurance at $9 per $1,000------------------------------------------------------------------------- 67 Health, service_________________________________________________________________________6 Total per year____$132 Amount contributed by employee $1.50 a week for 52 weeks--$ 78 Same amount contributed byemployer---------------------------------------------------------------78 Amount available for paying cost ofbenefits-------------------------------------------------$156 Actual cost of benefits---------------------------------------------------------------------------------------135 Amount left in the treasury of the mutual benefit society-------------------$ 25 Expenses and Benefits In a Plant of 500 Employees Benefit Sick Insurance Life Insurance Health. Examinations Expense $10,080 11,475 3,000 Class. A B C . Total Expense of Plan $24,555 Number in 350 125 25 Class Unit Cost for Class $ 31.20 82.50 132.90 Total Cost for $10,920 10,312 3,323 C Total Expense of Plan $24,555 Total Amount Paid Into M,, B. A. (Contributions of Employer and Employees Combined) Total Pa: A. 350X?31-20 equals $10,920. A SdOx?1!000 equals $350,0< B. 125X 93.60 equals 11,700. C. 25x156-0 equals 3,900. B. 125x$3,000 equals C. 25x$5,000 equals 375,0( 125,0( M. B. A. Total Income $26,520. .13,260 paid by employees 13,260 paid by employer--1% per Total Payroll $850,0> cent of payroll. ................i,t T>.:; "jj .Q, ,, ,.....:7:.7rH tys: 406 Fourteenth Safety Congress The whole object of this plan is to interest employees- in improving their health, so the firm should tell the mutual benefit association that it can have all the savings that result from keeping down the cost of the insurance features. To make the plan work most efficiently the employer, for instance, should tell his people that he is perfectly -willing to contribute $13,260 a year if it will result in his people's taking a real interest in im proving their health; and that, if they do. it Is going to automatically reduce the cost of both the health and the life insurance, and any sav ings that they can make on these costs they can have. It doesn't make any difference whether the insurance is carried In a mutual or a stock life insurance company or whether they insure themselves. If it Is carried in a mutual company, the mutual benefit association get the dividend at the end of the year. If it is carried in a stock company, the employees get the benefit of the reduced premium the second year If their experience entitles them to one. If self-insured, the company and the employees each pay their share every week--based, on the orig inal estimate of cost--and the mutual benefit association settles all claims and gets whatever it saves. The mutual benefit association should be run and controlled entirely by the employees. They are the ones who have to see that their mem bers improve their condition. It is their association and the company contributes towards its support because it will make more money out of its employees if it works out the way it should. Points Out Advantages from a Plan-of this Kind 1. Employer and employees working together for a common purpose: i.e. to- improve the health of all the employees. Their interests are identical and there are very few things where this is so. 2. If the employees are going to get all the savings that result from cutting down the cost of the health and life losses they are going to see that employees get back to - work just as soon as possible and that everything medically is being done for them when they are sick that should be done. If a man is drawing $40 a week and has been out ten weeks, he has cost the mutual benefit asso ciation $400 and the executive committee will be busy seeing that this person is getting the best medical attention possible. (This is something that the employer will find it very difficult for him to do.) And after the person is back to work they are going to get busy and see if they can't prevent the person's being out again because of the same. trouble. Any employer who can get his em ployees working along these lines is going to get his contribution back from increased production, many times over. 3. In the case of the persons who have been paid full time when sick, the employer can pay the first week's pay in full but after that the mutual benefit association will pay two-thirds and the company one-third. The writer notified the full-time people in E. B. A.. Section 407 his plant that the firm, would make up the difference as long as the mutual benefit association paid. When they stopped, the firm stopped, at least until we had an opportunity of Investigating and deciding whether we should continue to pay when the M. B. A. wouldn't. The employees were -also notified that those who didn't join the mutual benefit association wouldn't receive any pay. when they were taken, sick; because if they were not sufficiently inter ested to pay 25 or 30 cents a week to take care of themselves when sick, they didn't appreciate all that had been done for them before. Organization Could Do Many Things for Members 4.With the funds in the treasury of the Mutual Benefit Association from the dividends the association would be in a position to do a lot of things among their members in relieving suffering, etc. For instance, the total cost of the plan described before would be: life insurance, $11,475; health insurance, $10,080; health serv ice, $3,000. Total, $24,555, of which $21,555 was for insurance. A saving of 25 per cent of this amount would equal $5,400--all of which would be available to the mutual benefit association to da with as it pleased. The writer believes in plans that work; and experience has .proved that this one does work with the right kind of management. When the men drawing the big salaries are as vitally interested it the M. B. A. as the men out In the yard, you get good management. With the mutual benefit association paying two-thirds of the wages ^he employees who have been in the habit of drawing full pay whei the company is going to save a substantial amount every yea jmathis source alone. ^^TOnmarize, the following features are necessary to make a mutua n^^^^Ssociation successful; 1. Adequate benefits to interest all the employees in the M. B. 1 2. Health service confidential to get the employees to take it. 3. Dividends to employees to interest them in Improving the healt of all the employees. 4. The employer paying half the expense to enable the employe* to buy twice as much protection for the same money as the would if buying these features alone; besides getting the benel of group rates. _ 5. Health service which gives the employer more competent labor. 6. The bigger the dividends the more the employees can do in hel ing the unfortunate ones in the company. DISCUSSION H. Johxsos (of the Hoover Co., North Canton) : May I- ask ir the Is any disadvantage in the employees taking on this insurance a' carrying it themselves, without the assistance of the employers? Chairman Ley: My only thought is that if the employer is willi IBHimrtHiinirtiii Build 408 Fourteenth Safety Congress to pay half the bill, you are going: to be able to give the employee twice as much insurance as he is willing to pay for, himself. C. C. WirrEGAJtDEjr,' (Diamond G- Machinery Co., Indianapolis): Is this true, that you can permit the employees to carry too much insurance, whereby you bring about a condition that causes them to be away from duty longer than they should be? Mb. Asii: The only feature that I see in conjunction with a plan-of of this nature, based onl, number of years experience in our own com pany, the General Electric, is the fact that we find that-a Mutual Bene fit Association is the one activity that the employees feel is theirs; and they take a tremendous amount of interest in it. Now, where you get into a plan, a joint plan, there is no doubt, in a great many cases, that the plan as worked out here, would be very effective; but .take the situ ation that we have, where we have perhaps nineteen different sections in our Pittsfield plant, with 4,200 members, each one of those- sections is run as an individual unit. Your system of benefits is uniform; but, for instance, we have one section that, when we go to a great length, we can pay something like $1S00. Well, they have collected, in dues, in that section, for over two years, now, and -you get that, where you have a plan. Now, it isn't as easy, possibly, to run a plan where the employees have so much to do with the management of it, as a scheme of this sort, but I know, by just looking at it, that our plan is more economical; that the expense of the administration of the scheme we have, on a pro rata basis, is about half the expense of this plan that is here, which is too much; and the employees are carrying the entire expense of it. They are not anxious to have the company carry half the expense of it. Perfectly willing. But, as a result of that interest, we follow the cases closely. We have something like' $22,000 now in our treasury of the association, and it is a simple plan. I don't think it Is a good scheme, as was pointed out by Mr. Winegarden, to over-insure, because the great value to the company is a very strong personal interest that the employees have-in it, because, of course, in Massachusetts, we have the Massachusetts Savings Bank, which is an economical plan, as well. Of course, we have group insurance, too, but I think that the fundamental thing aboutjihe .mutual benefit, that Is worth more than anything else, all through, to us, outside of the productive feature, is this factor of the wonderful personal interest that the employees have, and the fact that you have always got a medium there, to go to them and get their active cooperation and help on things; and I think when you get into a joint plan, this way, where you take the ` administration more or less away from these groups of men, you lose a lot. Now, that is just talking from the standpoint of employees. Otto Gieb (Director, Personnel Department, Cincinnati Milling Ma chine Co.) : I would like to ask the Chairman to answer several ques tions. How will he take care of this form of insurance that was men tioned, especially, say, where the occupational disease law, or the industrial compensation law provides for injury, and whether he accepts. 8 3f' i fr rsa=*rT- : 1 i-W!#*-> f -1SKte'ffSRTiOLB^' E. B. A. Section 409 In that case, payment by the Mutual Benefit, where the individual is already drawing his compensation from the state compensation law? That would be one thing. The other one is, does his plan propose that the company shall have its costs reduced, as the cost of the total insur ance plan goes down, or shall that remain stationary, and have the bene fits of lower costs accrue only to the employee? The other problem, it is difficult, I think, in any industrial insurance scheme like this is, while the employee has splendid life insurance benefits, at very low costs, whether it belongs to a corporation, or whether it is carried by the com pany and the men, jointly, the man has nothing to` carry with him as a life insurance policy, when he leaves the company. That has always seemed to me to be a' very unfortunate thing in connection with any company plan, in the matter of group insurance, and the most objection able thing that I find in group term insurance. I believe, however, that Mr. Ley has brought to this group, and to the Safety Council, the most important problem that has yet been presented to the National Safety Council, in the way of a conservative plan. Preventable Illness We know that we are spending millions on accident prevention, and it seems ridiculous that the employer has been so slow to see the tre mendous advantages, at least multiplied by ten, for the losses that now occur through preventable illness, on account of preventable illness to which he is paying little or no attention; and Mr. Ley has splendidly brought before us the argument that it pays him quite as well to cut down the sickness rate as it does the accident rate. After all, w.e are facing a situation in America where there is a definite shortage of labor, on account of the immigration laws, that is going to be constant, and there is only one way of increasing the man power of this country, anc that is by increasing the work span or the life span. That is an im * mediate possible accomplishment. We haven't realized it in industry I might be pardoned for quoting here some figures that have just beei gathered by myself in the matter of the life span of the work, the spai extension in the group over which I have supervision. It was troublinj me, that we were paying a very high rate for our group insurance relative to what it was costing the insurance company to carry tha group, and in studying the cost of that for the last four years, as agains the total death loss, I find that our experience has been 28 per-cent of th expected losses, as against the 70 per-cent which is experienced by a! groups. In other words, I do not know how to translate that into lif extension, or increased work span. I am not a statistician, not an actuar; but our death rate has been 28 per-cent as against the average of t.i company, of 70 per-cent of the usage of the total premiums. A Member: How long a period? Mr. Gier: Pour, years. A Member: How many men? Mb. Gier: We have a group of about 1150. Now, X do not claim th: 410 Fourteenth Safety Congress is any constant thing. The next four years may not be so good. The number of years of exposure has not been sufficient to prove it; but we probably have, through a system which is similar to what Mr. Ley has shown here to-day--not quite the same type--gotten the employees defi nitely behind a life extension program. They run the show. Chairman Ley: I am not an insurance man, but I think the insurance fellows will tell you they would stop insurance if the company were insuring people outside of the company. H. W. Forester (Philadelphia) : Do I understand that you are carry ing that insurance on an employee who has left the service? Mr. Winkgarden : The employee pays their percentage and the com pany pays their percentage. Mr. Forester: The man has gone to another plant, and you carry one or two thousand dollars life insurance for him? Mr. Wjneg arden : If he has been in the service more than two years. Mr. Forester: risk? At a rate which you think is adequate to cover the -- Mr. Winegardex: At the rate that he pays when he is in the service. Mr. Forester: "Well, of course, if you were buying group insurance, you would have a one-year renewable term in it. Each year, the rate goes up, does it not? Mr. Winegarden: So far, it has not. Mr. Forester: You have an average rate? Mr. Winegarden : We have had it three years, and it has not gone up. Mr. Forester: I: am-not going to debate with you the wisdom or legality of that, because it is involved in a technical subject. I would be exceedingly afraid of it, because the experience of the fraternals, who started out with low average costs, has very clearly shown the degree of risk of that method of procedure. The best plan of that kind, Mr. Chairman, of which I know, is a recent development in group in surance, and it happened that my New York office was the first to put it over for a big chemical corporation. The privilege of converting group life insurance, which is written into the contracts, has not been taken advantage of, generally, when the employees have left the com pany. I do not know what the facts are. I think perhaps three per-cent of the employees, when Jhey. leave a corporation, convert the group in surance into ordinary insurance. If they do not, it is because they are sore, or have no job in sight, or something like that. An employer said, "We do not want term insurance, because it is a temporary thing, and we would like the privilege of having our employees convert, imme diately, if they wish, into ordinary life, that amount of insurance which they get under this plan." It is the sliding scale plan, like Dr. Gier's. Well, the question was raised. "Aren't you afraid the employees will leave you, if they can carry that insurance directly with the insurance company?" He said, "No. They do not stay here because of the group insurance, and they won't go because of the group insurance. We want jiatag-. Mass E. B. A.. Section 411 them immediately to have their insurance upon a permanent basis of ordinary life.' Let us know the premium for every man--no question of the rate going up year by year." So the- company put in group insurance, and everybody who wanted to came in, and any of them could convert that insurance to straight life, and the company settled with a view to the straight life premium and retaining- all the cash values and the benefits, of low cost insurance; and between 70 and SO per-cent of the employees adopted that- plan. I was startled when they did it, and they only did it because one man in the plant believed it very firmly, and was an apostle of this thing, and went out and sold it to them. You can pul up a printed notice and give them the privilege, and not one man ir S00 would do it. This employment manager got busy on it and I thin! between seventy and eighty per-cent--I am not sure of the final figure-- perhaps over 80 per-cent of them adopted that plan. The New York State Commissioner approved it, in this case, and it is now available very generally, but it is not very often done. Non-occupational Accidents Mk. Wisecabdex: May- I ask whether the term "sekness insurance,' in your cost estimate, includes non-occupational accidents? Cuaiulvn Lev: Yes. Me. Wixegakdex: Then that is really by disability, non-occupational Chaibmax Lev: Non-occupational. These figures do not cover an; accidents in the plant. That is all covered under your compensation lav Mr. Forester: Or industrial disease. That is barred, also, of course Ciiairmax Ley: I_will let the insurance men say. Mr. Forester: I mean, in your plan. Ciiairmax Lev: Yes. Mr. Forester: You do not pay for industrial disease? Chaibmax Ley: No. I think, this-plan ought to cover everything tha is not covered under the workmen's compensation law. Now, when : comes under thati then you have got 100 per cent coverage for a mai for either sickness or accident, and I would just like to mention a wor to Dr. Gier, the reason I did not put in this additional insurance fc length of service, I think that is something that should, be done by a employer, I mean, that is additional. He can add on any kind of fe. tures that he wants to, but if you have got this main plan, I made just as simple a plan as possible, so that it can be sold, and the employe can add on anything he wants to, in addition to the plan, and I fe exactly the way the gentleman from the General Electric did, that th plan should be run entirely by the men. Let the employer- pay his hal and when he has paid it, he is through, and he has nothing to do wit it; has nothing to do with the management, or in any way, shape, or ma ner. Let the men run it, and you' get a good deal better results. W. P. Hart: What becomes of your employee after the two yea: and a half that he has received his benefit, and after they are cut of Do you have anything in your plan that provides benefits for depended 41/3 r ourieemn aajety uongress of a deceased employee, outside of your group insurance, that .continues benefits to the dependents of your deceased employee? Chairman Ley: I have not, because it seems to me that if I can set industry in this country to take care of every employee for two years and a half, or, in case of death, for a year and a half, we have taken a long step in advance over the present, then we can be confronted with that problem, afterwards. The first thing is to adopt a simple, workable plan, that is applicable to every concern; and we can enlarge on it, and improve on it, as time goes on. I think the first thing to do is to get the National Safety Council behind some plan that they can indorse and recommend. = Mr. Johnson: Mr. Chairman, your plan covers a man for 26 weeks of every year, does it not? Chairman Ley: Oh, yes. Mr. Johnson: He is allowed that much? Chairman Ley: I.think it is 52 weeks. Mr. Johnson: Oh, I see. 26, two-thirds pay; then 26, half pay. Chairman Ley: Yes. =1 did that, intentionally, and simply to show you how flexible; you can modify that in any way you want. But I had in mind the man in industry, and their view. You take the expense of paying for the last 26 weeks, and it is very nominal but if every man is assured that he is going to, in case of sickness, or that his family is going to have an income for a year, you will find, at the end of the year, that there are very, veryTew cases of sickness but what are total disabil ity cases. Then, if it is a total disability case, then his life insurance is payable, so that industry can insure every man two and a half years' in come. I think that that is as far as any one of us can afford to go at the present time. W. D. Price: Mr. Chairman, do I get from this discussion that you have combined group insurance and sickness insurance? Chairman Ley: If you will notice these figures, you can carry your group life insurance in an insurance company. You could self-insure your sickness insurance, or you could carry them both in one company, or you could carry them both in different companies. You can buy it wherever you want to. 1 have., used these figures, because I think they are average figures, and I know, of course, that they run away above and away below. Mr. Price: Your plan, though, takes the group and the sickness, together, doesn't it? Chairman Ley: I think that membership in the benefit association includes both; includes protection from both angles. F1. Schwartz (Milwaukee, Wis.) : Mr. Chairman, assuming that your M. B. A. plan pays benefits for non-occupational disability, am I correct in assuming that it will pay indemnities in the event that the benefits provided for by the compensation act are less than that paid for or pro vided for under the M. B. A. plan? E. B. A.. Section 413 Differences in Compensation Chairman Lex: No, I don't thnk you can, by any insurance--I think any company can adjust its plan as it sees fit- For instance, if a man was entitled to $20 under the M. B. A., if I get your idea, and his compensa tion from the state, under the workmen's compensation, is only 13, I suppose that it would be a very easy matter for them to adopt a plan whereby they would make up the difference; but if you did, you would have to Increase the cost of your health insurance. But I think that in insurance--I have1 based fmy plan simply on that proposition, that it is outside the workmen's compensation law entirely; that the workmen's compensation will take care of accidents. Ms. Schwabxz : But this takes care of other accidents? Mb. Fokesteb: But it does, for death? Chaibman Lex: Oh, yes; death from accident would cover everything. Mb. Johkson: And occupational death accident? Chairman Lex: Oh, yes. Group life insurance, as I understand it, pays in death cases, whether from accidents in the plant or outside the plant. They are two distinct policies. You have got your health policy, and you have your life insurance policy. Now, the life insurance policy is payable on death from any cause. A Member : Mr. Chairman, may I ask a question,. to clear that up ? Assuming a case of lead poisoning, an occupational disease in Ohio, re portable, and paid for by the State. Under your scheme, would this man receive $18.75 from the State of Ohio, and another $13 from your Mutual Benefit. -- Chairman Lex: No, I shouldn't think so. If your lead poisoning came under the workmen's compensation law, then I would say that the State has fixed that feature. I think that there is a detail that I think could he easily corrected, because I think that the compensations paid by the states are not adequate, to take care of the needs and the ex penses of sickness, at the present day. The Member: Is the: plan compulsory, based on this? Chairman Lex: I am very much opposed to compulsion in any plan. Mb. H. Johnson : The State of Ohio will not allow you to. Chairman Lex: I am:opposed to compulsory plans. A Member: Could an ^individual take one, or any three. That is, $13 a week, or the $10, or just the life insurance, separately, or must they take all three items? Chairman Lex: I am a gTeat believer in this, that if you join the mutual benefit association, you take the whole thing. It is optional whether a man comes in, but I think if you make these mutual benefits attractve enough--I have never seen a plant where we haven't been able to' sell from 75 to 90 per cent of the employees. A Member: .Would it be permissible to double the policy? Chatman Lev: I do not think that is going to work out well. I tbink the thing should be balanced, so that the man who is earning a thousand F ouTieemn; -&a,jcvy o tmyrttss dollars can buy just a halt of the amount of the' man. who is earning five thousand. I have run ten minutes, now, over my schedule and I think we had better call this debate finished for the time being. If, later on, anyone has any questions, if we have any spare time, we will take it up later on; but I think we had better go ahead with our schedule, and see if we have any time xemaining afterwards. A CRITICAL ANALYSIS OF HEALTH AND ACCIDENT EX PERIENCE FOR A TWELVE YEAR PERIOD IN A PUBLIC UTILITY H.M. Moses, Superintendent, Employment Bureau, The Edison Electric Illuminating Co. of Boston, Mass. To the mind of a layman, as a somewhat casual observer of health conditions among industrial workers during the past dozen years, three distinct factors stand out conspicuously--first the passing of the old time physician, second the causes of death are in general due to individual ailments rather than to mass disease, third a closer association of in dustry and the medicar^profession. The achievements of medical science have been so remarkable and so rapid that the profession has become highly specialized, giving oppor tunity to detect disease at its inception, thus relieving pain more prompt ly as well as prolonging life. The medical profession is no longer satisfied with merely providing a cure--It seeks to know the cause of the disease. = As a result of such development, deaths from mass disease have prac tically disappeared. Happily we no longer have the ravages of the plague, smallpox and yellow fever. As a nation, we are gradually growing healthier, and the span of life is increasing. Therein lies a danger, however. An apparently healthy person feels a certain immunity from disease, a "this cannot happen to me" sort of attitude, living on until some unusual ache or pain gives the first indication that something has gone wrong. z3. If we are to fulfill our duty as supervisors of medical departments or mutual benefit associations, we must carry on a strenuous, energetic program of health promotion and sell health to the well person so that he may continue to enjoy good health. In 1913, when looking for a medical director for the Company, it was hard to find one of the right type. The medical profession as a whole thought it unethical to accept a salary from any industrial concern. Today such positions are eagerly sought by medical men. In fact, some of the medical schools are training students for just such service. The - fact is, both industry and the medical profession need one another in the solution of the problem of the health of the industrial worker. The original purpose "of the Medical Department of the company, as E. B. A . Section 4:13 expressed at its inception in 1913, was threefold, first to select as em ployees those physically fit for the work assigned, second to determine the causes, duration and cost due to illness and injury and to deduce remedies therefor, third, to maintain a consulting service on matters pertaining to the health of employees. It was early recognized that absence due to sickness was a much mor< serious problem from the viewpoint of industrial efficiency, than wai absence due to accident. Practically no information on morbidity ex perience in industry was available-in 1913. 'Accordingly it was necessary to collect, assemble and interpret our own experience without the advan tage of comparative results. An earnest and serious effort has been made to produce some wort! while information on health of employees in a public utility, not onl; for the good of the company itself, but for those likewise Interested i: the subject. This is the first time that the. results of these findings hav been publically presented. Before proceeding further, the writer wishes to gratefully acnowledg the assistance received in the preparation of this data, from Dr. Wad Wright, Dr. C. O. Sappington and Dean K. Brundage of the U. S. Publi Health Service. The experience quoted is that of The Edison Electric Illuminatin Company of Boston,-since the beginning of its Medical Department i 1913. The average population of the company was approximately 23( with an average labor turnover of about 25%. The ages of the grow ranged from 16 to 79 years, the proportion of females to males beir about 1 to 4. About 90% were American born. The majority of tl women were single and a large percentage of the men were marrie Since February, 1913, every employee upon entering the service of tl Company, has been required to pass a physical examination. Rejectioi have been made of those having defects of the heart, lungs or kidne: and also those having hernias. No periodic examinations are made. A liberal non-contributory disability benefit plan provides (with b few exceptions) for the payment of full pay during disability beginnii the first day of absence and continuing for fifteen weeks. The data recorded-is based on absence pf one day or longer, resulti: from illness or injury, particular attention being directed to the min maladies causing short periods of absence. The majority of the cases were seen and diagnosed by a physici within thirty-six hours after the onset of the trouble and then classifi in accordance with the International List of Causes of Sickness a Death. In view of the care with which the material has been collected, sembled and analyzed, it is believed that the data is reliable and t results quite conclusive. Such a mass of material has been collected that it is possible to p sent here in the time alloted, only relatively few of the findings. It was originally intended to present the experience for a twelve y< 416 Fourteenth Safety Conaress period, namely 1913 to 1924. However, the data for 1913 .and 1914 was not considered reliable and pending further study, it seemed desirable to make comparisons of the results for two distinct periods somewhat remote from one another, not only to show the trend of-disabling disease, but also to indicate the effectiveness of medical supervision. -Accordingly, the years 1915. 1916 and 1917 have been compared with 1922, 1923 and 1924 as to frequency ahd duration of incapacitating illness. Some interesting deductions are made for the five year period 19181922 inclusive, which Include the influenza epidemics of 1918 and 1920. Tables Should Be Studied and* Results'Compared The fifteen tables presented as an appendix, are really the essence of this report. These tables should be studied and the results compared with your own experience, as only the most outstanding facts deduced can be presented in the text. In the study of morbidity statistics, much emphasis is attached to age distribution and to sex, and due considera tion has been given to these factors. Table No. 1 shows number of cases, total rates and working days lost for the six highest diseases causing absence during 1918-1922. Common colds easily^ occupied first place, causing 34.3% of all absence and showing the rate of 47 per 100 employees and an average loss of 3.2 days per case per year. It is an interesting observation that those affec tions which make up the bulk of the number of cases of absence were less in their severity rate hut in the aggregate, loss of time chargeable to them was indeed significant. Table No. 2 gives the rates per 100 employees by age groups for the six highest diseases causing absence during 1918-1922. The rates for these diseases by age groups showed a phenomenon con trary -to that usually observed, there being a progressive decrease in rates as age increased, except in the classification of rheumatism, arth ritis and gout. =* Table No. 3 gives the number of cases, total rates and sex rates per 100 employees for the six highest diseases causing absence during 1918- 1922. This analysis shows a much higher rate for women for causes other than disease of the stomach "and rheumatism, arthritis and gout. Table No. 4 shows by age groups the number of cases and rates per 100 employees for various durations of absence. A consistent decrease was observed in the total number of cases in each period as severity increased. The 10-19 age group showed through out, a higher rate than the average, except in the over 10 day absence. Table No. 5 shows disease absence according to duration, by sex during 1918-1922. Women Poorer Hygienic Risks In Industry Than Men Here the disease rates for female, workers in all groupings are clearly shown to be higher than the rates for men and in excess also, of.the E. B. A.. Section 417 rates per 100 employees. This observation confirms the usually accepted belief that in general, women are poorer hygienic risks in industry, than men. .. > Table No. 6 shows day of onset of disease during 1918-1922. The rates varied within a fairly small range, except the Sunday rate which was very low: Monday showed the highest rate but if the Satur day rate had prevailed for a full day, this rate would have been the highest. Table No. 7 shows accidents and home accidents according to age groups during 1918-1922. The highest rates were among the 20-29 and 30-39 age groups, due no doubt to the greater exposure to hazards by the members of those groups. Table No. 8 shows the monthly rate for accidents and home accidents during 1918-1922. Very little fluctuation Is noted, the highest rates being for January, July and December. Table No. 9 shows accidents and home accidents according to day of onset during -1918-1922: The experience is somewhat similar to that of daily onset of sickness, a low rate for Sunday, a high rate for Monday and a strikingly high half-day rate for Saturday. Table No. 10 shows the case frequency, aggregate and case time loss and estimated cost per case per employee for all cases of disability during 1918-1922. In comparing the experience of 1915-1917 with that of 1922-1924, an attempt has been made to emphasize the changes in the frequency and duration of specific diseases, in the hope that the managers of sick benefit associations will become interested in the trend of these diseases, to the end that serious endeavor will be made through well devised plans to control and prevent some of the sickness that drains the treasury oE these organizations. The idea does not seem to have gained much headway that the function of a relief association is anything more than to dole out a pittance whenever a member becomes incapacitated. In the tabulated comparison of disability experience for 1915-1917 and 1922-1924, those cases lasting less than four days have been excluded. The age distribution for the two periods under discussion, follows: Age Group MALES Percentage In each age group as of FEMALES Percentage In each age group as of July 15. 1916 Tuly 15, 1923 July 15, 1916 July 15. 1923 Under 25---------------------------s=. 25-34 ...................... ................. 45-54 ________ ___ _ 65 & over-------------------- -- : 15.19 3R 60 27.53 11.83 6.85 23.40 31.93 24.34 13.99 6.34 26.44 42.53 24.14 6.89 0 47.25 33.15 13.00 5.13 1.47 - Total ..................................... -- 100.00 100.00 100.00 100.00 418 Fourteenth Safety Congress Table No. 11 shows the frequency and severity of disabilities lasting four calendar days oT longer in 1915-1917 compared with 1922-1924. The average number of calendar days for disability per attack of sickness (exclusive of 1, 2 and 3 day cases) for males were 17 per case in 1915-1917 and 14 days per case in 1922-1924, a decrease of 18%. The female rate declined from 20 days per case to 18, a decrease of 13%. However, among the males the number of days of disability per person on the payroll increased about 7% and among the females the increase was 31%. The table also -gives the rates for industrial and non-industrial acci dents. An interesting as well as as important question is, what disease showed the greatest decrease in duration and accounted-for the definite decrease in the average severity rate for all illnesses. One is interested to know whether the duration of incapacitation was less for the more serious diseases or whether shorter disabilities for minor ailments' accounted foi the lower average during the 1922-1924 period. How Frequency Rate* Among Males Increased The frequency rates among the males increased in 1922-1924 as follows: Industrial accidents -------------------- [-11% Non-industrial accidents ....................................................................................................-i-48% Influenza and grippe----------------------- 1-194% Colds and other diseases of the nasal fossae-----------------------------------4-56% Bronchitis--acute and chronic..|-298% Diseases of the digestive system.............................-----------------------------------4-41% Neuralgia and neuritis............................ +17% Neurasthenia, nervousness, etc{-83% Diseases of the circulatory system...................................................... 4-18% Miscellaneous general diseases-------------------------1------------------------------------------+-21% The frequency rates among the males decreased in 1922-1924 as follows Tuberculosis of the respiratory system--56%. Pneumonia ------------:_______________________________________________________________--53% Rheumatism ---------------------------------------------------------------------------------------------------------6% Diseases of the eyes....,......................................................................................................--10% Diseases of the genito-urinary system...........................................................--29% Epidemic and infectious diseases --8% Purulent infection (blood poison).......................................................................--21% Ill-defined and unknown causes___________________________________________--64% Among the women, the frequency rate increased in every disease grou except in diseases of the stomach and in ill-defined conditions. Table No. 12 shows the frequency of disability among males under 2 years of age compared with men 25-34 years of age for 1915-1917 an 1922-1924. It is of considerable importance to find that there was more sickne: among the men under 25 years of age than among the men from 25-' E. It. A.. Section 419 years of age. Such a condition would seem abnormal, yet the records of at least one other industry similarly indicates a higher sickness fre quency for men under 25 years of age than for men in the 25-35 age group. Whatever the cause, it is important to determine what disease ac counted for the higher sickness rates among men under 35 years of age so that industrial physicians in building health programs will have a fuller knowledge of the special susceptibility to certain diseases of per sons in this age group. The sickness records of the Edison Company for the periods 1915-1917 and 1922-1924, indicate that the men on the payroll who were under 25 years of age, were particularly susceptible, compared with men 25-35 years of age, to the following, diseases and conditions, in the order in which they are named below: 1. Appendicitis 2. Pneumonia -- 3. Epidemic and infectious diseases (This group includes typhoid fever, smallpox, measles, scarlet fever, diptheria, erysipelas, ehick- enpox, mumps, etc."--titles 1-10 and 12-25 in the International List of ' the causes of Death, (Third Revision). 4. Tonsillitis, pharyngitis and other diseases of the pharynx and tonsils. 5. Purulent infection (blood poison). 6. Bronchitis--acute and chronic. 7. Boils, abscesses and other diseases of the skin. S. Non-industrial accidents. 9. Industrial accidents 10. Colds and other diseases of the nasal fossae. Frequency of Minor Ailments is Generally High The frequency of minor ailments is generally high and although the days lost per disability's relatively low, in the aggregate the total days lost due to these minor diseases mount up to figures of large proportion. Table No. 13 compares the frequency of disability lasting 1, 2 and 3 calendar days in the period 1915-1917 and 1922-1924. An increase in the frequency and severity is recorded for both males and females. -- Table No. 14 showing days of disability per year per person on the payroll for the ten year period 1915-1924, indicates an average loss or 8.56 days of which 7.06 days are due to sickness. This experience is somewhat less than the experience of industrial workers as a whole. The total days lost show a progressive increase for the three periods. The skeptic will undoubtedly argue that little is to be gained by medical supervision as no reduction in the amount of lost time has resulted. The results, however, are by no means discouraging. There is, undoubtedly, a very definite relationship between sickness incidence and severity and the amount of benefits paid: Unfortunately M'fHT a *4 s- f.aB niii^iMMia 420 Fourteenth Safety Congress tliere are no figures available to prove this assertion. When an employee loses his wages or a good part of his wages when sick, the records show approximately the amount of time lost on account of actual physical inability to work. When wages are not lost in time of illness, we obtain results which might be called "medical inadvisability to work." It seems inadvisable, therefore, to make any comparison of sickness experience of employees in companies which pay full salaries during disability with companies which pay only a fraction of wage or salary when the employee is ill, the reason being we are dealing with two quite different situations. Further, it would probably, be a mistake .to attempt comparison of mor bidity experience among a group of employees who receive full pay dur ing disability with similar experience for the country generally, for the reason that practically all of the present material available, applies to persons who keep at work when they are not feeling well and practically do much of their recuperating from sickness, while on the job. It is obvious that efficiency under such circumstances must be diminished. In this connection, however. Table No. 15 is significant In comparing frequency of sickness among Edison and certain government employees. Bearing in mind that the Edison benefits are more liberal than govern ment benefits, the comparison shows the government experience to be approximately 50% in excess of Edison rates for both men and women. Malingering Has Not Been Apparent We may conclude, therefore, that Edison employees are working under conditions making for unusual efficiency, both in the performance of work and in health, not being obliged to work when medically inadvis able to do so, because of discontinuance of pay during disability. Ma lingering has not been- apparent. The total cost of the benefit plans has not been considered excessive. The days lost per person appear to have become stabilized and further increase is not anticipated. It is felt that the information contained in these tables should not be viewed entirely front the viewpoint of reflecting the efficiency of the medical service or the value of the sick benefit plan, but rather as point ing out where further efforts are needed to improve the health of our employees. There are certain broad interpretations of these tables which are considered important. The number of calendar days of disability per attack lost by em ployees, shows a decrease of approximately 3 days. On the other hand, the number of attacks per 1000 employees shows an increase. On the surface, this increase in the number of attacks per 1000 employees might be considered as an unfair use of sickness benefit plans by the em ployees. It is not believed, however, that this is true. It is to be expected that with the increasing years and a better - understanding by the em ployees of the advantages of the medical service and sick benefit plans, a greater number should take advantage of its benefits. Again, it is obviously impossible for any medical service to Influence the trend of certain diseases, especially certain epidemic diseases. E. Bt A.. Section 421 From the tables it is obvious that the greater proportion of the in crease in the number of attacks per 1000 employees in 1922-1924 over 1915-1917 was due to respiratory conditions. Of considerable importance is the decrease both in the number of attacks per 1000 persons and in the number of days of disability per case of tuberculosis. Present- Program Could Be Improved There has been an increase in the number of attacks per 1000 em ployees and in the number of calendar days per attack in industrial acci dents. This fact seems to indicate that the present safety program is inadequate. Another point of importance is the increase both in the number of attacks per 1000 persons and the. number of days of disability per attack in the diseases of the circulatory system. In general, it may be - said that the amount and character of disability in the two periods did not change greatly. The analysis has indicated what sicknesses occurred in a normal industrial group as a whole not exposed to any very serious health hazard. The results suggest that industrial health work along general lines and health work which is not aimed at the prevention of specific diseases or conditions, apparently may not make much of a dent in the sickness experience of large groups of industrial workers. The chief value of the tables appears to lie in the statement they give of the sickness situation in each of the two periods under review. They reflect the problems in health work that are before us and indicate the need for experimenting with different ways to control and prevent specific diseases. Plans for the prevention of a certain disease or condition need to be worked out as thoroughly as possible and then applied to one group within the plant and not applied to another group. With an accurate morbidity record for both groups, we can measure .the results and calculate to a nicety, the extent or failure of the experiment. In this way, industrial morbidity statistics could be made of inestimable value in the war against disease. The dis covery of a successful method for the prevention of or the reduction in the severity of colds, for example, would mean much to industry from an economic viewpoint. The medical department can and will undoubtedly bring about a re duction in the sickness frequency and severity through a judicious use of the information collected. However, until we as employers are ready and willing to regard the workers from the viewpoint of health and accidents, with the same care ful consideration that has guided us in the choosing of apparatus and In the perfection of operating methods, and until we are ready and. will ing to pay stricter attention to the selection, training and supervision of workers we will accomplish but little, either accidentwise or health- wise. -- 4:22 Fourteenth .Safety Congress TABLE NO. 1 Number of cases, total rates and working days lost for the six highest diseases causing absenteeism during 1918 to 1922. Disease Number of Cases Rate per Total 10O Workfa* Employ's Days Tow Amtngt Common colds ...................... ".................... Dysmenorrhea ........... ......' ................................... Disease of stomach................................................... Pharyngitis and tonsilitis............................. . Functional nervous diseases......................... Rheumatism, arthritis and gout_________ All diseases ......................... ---............................... 5,328 683 1,246 1,007 731 651 14,280 47 32 (per 100 women) 11 '0 -6 6 128 13*3 1.<K 2.(47 4.(M C.SCS 4.7*1 83*2S* X4E n 2.1 *. SLS TABLE NO. 2 Rates per hundred employees, by age groups, diseases causing absenteeism during 1918 to 1922. for the six highest Rates per 100 Employees in Age Groups Disease ^ 10-19 20-29 30-39 40-49 50-59 Common colds ............................................ Diseases of stomach............................... Pharyngitis and tonsillitis............. Functional nervous diseases-----Dysmenorrhea (rates per 100 women) --..................................................... Rheumatism, arthritis and gout All other diseases ................................. All diseases --.............................................. 101 23 21 13 30 2 110 285 57 15 13 9 42 4 47 158 50 11 9 6 20 .6 45 132 51 10 5 5 12 10 45 128 31 6 2 4 4 10 33 88 All 60 Ages 18 47 3 11 19 26 0 32 86 30 41 61 128 TABLE NO. 3 Number of cases, total rates and sex rates per hundred employes for the six highest diseases causing absenteeism during 1918 to 1922. Disease Rate Rate per Number Der lOO Rate per 100 of Cases Employes 100 Men Women Common colds------------------------------------------------------ Diseases of stomach-----------------------------------Pharyngitis and tonsillitis................................. Rheumatism, arthritis and gout._............... Dysmenorrhea ............................................................... Functional nervous diseases............................. All other diseases . -- ...................-- All diseases ------------------------------------------------------------ 5.328 1,246 1,007 651 683 731 4.645 14,280 47 11 9 6 6 41 128 41 17 6 6 ---- 3 51 157 76 9 19 4 32 19 222 683 E. B. A.. Section 423 __ TABLE NO. 4 Disease absenteeism (according to duration) 1918 to 1922. by age groups during Age Group * Number of Cases " Date per 10O in Age Group 1A.1A . 4A.4S sn-ss cn~f_ All ages. .-- . ------.... -- One Day- 574 2.522 1.433 575 -183 38 5.725 132 71 48 38 24 12 51 20-^ 4A-44 .... ___ sn-ss .... CA4> All ages. Two Days -- .. 194 1.293 764 388 130 23 2.792 44 31 25 25 17 7 25 10-19 ------------------------------------------------20-29 .............................................. 30-39 ___________._._._._.._._._._..___.._._._._.--....... 50-59 .._._.._._______________________________=--. All ages........................................ - - Three Days lOl 628 478 257 77 27 1.568 23 15 16 16 10 9 14 10-19 .............................- 20-29 _ ------------ - 30-39 _ 40-49 _ _ ........................ 50--59 60+ _______________________________ All ages.................................. Four Days 60 331 283 144 47 10 875 - 13 8 9 9 6 3 8 10-19 20-29 30-39 4H.4Q *n-59 __ ___ ----- - ............ =- ...................................................... .................. .. All ages.. ---------------------- Five Days 36 283 175 101 44 9 648 8. 7 5 6 6 3 6 424 fourteenth Safety Congress Six Days 10-19 20-29 30-39 40-49 50-59 ________________________________ ________________________________ ________________________________ :________________________________ All ages_____________________________ ......................... ~~ --' -- 41 254 156 108 30 1 597..................... 10-19 ------------------------------- 20-29 ............ .........................-- 30-39 ____________________________ 40-49 _________ ___________ .. 50-59 60 | ____ -- ------------------------------------ _ ---Ttmi 1 H-l.l----T-----T~l~ !--------------------- All apes................................................................ Over Ten Days 7o 452 335 241 99 59 1.256 9 6 5 7 4 2 5 16 11 11 15 13 19 11 TABLE NO. 6 Disease absenteeism (according to duration) by sex during 1918 to 1922. - Absentee Group Cases Male Rate per 100 Males Cases Female Rate per 100 Females 1 day ---------- 2 day ... -------------- 3 day __________________ 4 day .. _________ ____ 5 day .. ------------ 6 day _ -- Over 10 days_______ All groups___________ 3.503 2,046 1,139 656 471 431 882 9,409 38 22 12 7 5 5 10 103 2.222 746 429 219 177 166 374 4.871 10 S 35 20 10 8 8 18 230 . Total Cases Rate per 100 Employee. 5,725 2.792 1,568 875 648 597 1.256 14.280 51 25 14 8 6 5 11 128 TABLE NO. 6 Day of onset of disease during 1918 to 1922. Day of Week Sunday --------------------------------------------- Monday .................................---- Tuesday -------------------------------------- Wednesday ----------------------------------- Thursday _____________________---- Saturday All days ------------------. - - Number of Cases 522 2,990 2,426 2,380 2,229 1,738 1,995 14,280 Rate per 100 Employees 4.6 26.7 21.7 21.3 19.9 15.5 17.8 127.8 E. B. A.. Section 425 TABLE NO, 7 Accidents and home accidents according to age groups during 1918 to 1922. Accidents Home Accidents Age Group Number, of Cases ,, Bate .per 100 In Age Group Number of Cases Rate per 100 in Age Group 10-19 ____________________ 20-29 30-39 ----------- - 40-49 _ .............. 50-59 ____________________ 60-f- ______________________ All ages 30 289 255 147 37 16 774 0.3 3.1 2.8 1.6 0.4 0.1 8.5 39 191 118 61 31 8 448 0.3 1.7 1.0 0.5 0.2 0.0 4.0 --- TABLE NO. 8 Accidents and home accidents according to seasonal incidence during 1918 to 1922. T Accidents Home Accidents Month Number of Cases Rate per 100 Employees January - .. --___ February............ March ________ April ....................... May June .... ..........-- -- July............................. August . --------------- September ----------------- October ' . ............... November December____________ All months 77 47 -- 65 70 56 49 79 61 58 65 72 75 774 0.8 0.5 0.7 0.7 0.6 0.5 0.8 0.7 0.6 0.7 0.7 0.8 8.5 Number of Cases 43 40 33 32 50 41 40 29 34 39 34 35 448 Rate per 100 Employees 0.3 0.3 0.2 0.2 0.3 0.3 0.3 0.2 0.3 0.3 0.3 0.3 4.0 TABLE NO. 9 Accidents and home accidents according to day of onset during 1918 to 1922. Accidents Home Accidents Day of Week Number of Rate per 100 Number of Rate per 100 Cases Employees Cases Employees Sunday -------------------------------------Monday--------------------------------------Tuesday -......................................... Wednesday :----------------------------Thursday ----------------------------------- Friday ------------------....------------------Saturday ------------.-------------------- All days---------------------------------------- 43 129 123 132 103 128 116 774 0.5 1.4 1.3 1.4 1.1 1.4 1.2 8.5 17 99 78 68 66 68 62 448 0.1 0.8 0.6 0.6 0.6 0.5 0.5 4.0 426 Fourteenth Safety Congress TABLE NO. 10 Case frequency, aggregate and case time loss, and estimated cost per case and per employee for all causes of disability during 1918-1922. Number Cause of Disability of Cases Average Average No. of Total No. of Working Working Working Days Lost Days Days Lost per Lost per Case Employee Average Aevarge Case Cost per Cost Employee" Sickness ______________ Accidents ....................... Home Accidents__ All causes_____________ 14,280 774 448 15,502 83,280 13,221 3,377 99,878 5.8 17.1 7.5 6.4 7.4 1.1 0.3 8.9 $19.40 38.00 24.60 20.50 $24.80 26.30 LOO 28.50 Cost is here based solely on benefits paid and estimates of salaries psM out before transference to benefit fund (on the fifteenth day of disability). Other items of expense are not included. TABLE NO. 11 Frequency and severity of disabilities lasting 4 calendar days or longer in 1915-17 compared with. 1922-24, among employees of The Edface Electric Illuminating Company of Boston. Age differences in the two groups eliminated. ^ MALES FEMALES No. of at- tacks Cal. days of disa- bility 1 An. no. Am.M of Cal. An. no. ofdays An.noJ days days of at- of dis Cal. Of at of *' of | tacks ability days tacks afeOtty disa- 1 per per Cal. of dis per per biHty 1000 1000 No. of days ability lOOO ZOO* per at-,1 per- per- at- of dis- per per- per- tack] * sens sons tacks ability attack son* Sickness, excluding accidents 1915-17____ 1,638 28,249 17.10 317.5 1922-24....... 2,303 32,742 14.08 411.4 % chansre --17.7 4-29.6 5,426 5,797 4-6.8 2T7 906 ____ 4,515 20.42" 4flL2 9.139 15_,8_6_7_ 17.85 --12.6 661.2 11,923 4-48.8 4-30.5 1915-17....... 1922-24____ % chance 286 342 -- Industrial accidents 6,677 23.50 .. 52.9 1.244 8,269 24.52 58.6 1,439 ..... .. 4-4.3 4-10.8 4-15.7 -- -- _____ .........................-- ........ ..... ... ..... . Non-industrial accidents Industrial and non-industrial accidents 1915-17____ 1922-24____ % change llo 1SS ----- 17?73~ 1-5.25 22.4 344 2.55S 13.37 ` 33.1 447 --12.3 4-47.8 4-29.9 Id 5g3~l 30.49 39.4 1.066 53 877 19.18 40.4 679 .......... 1--37.1 4-2.5 --36.3 Years of life exposed. 1915-17_____________________________= Males __5,648 ...6,039 Females 560 1,519 TABLE NO. 12 Frequency of disability among males on the payroll who are under 25 years of age, compared with men 25-34 years of age. Experience of E. B. A. Section 427 the Edison Electric Illuminating Company of Boston, 1915-1917 and 1922-1924. Diseases an<1 conditions causing: disability No. of lasting 4 calendar days or longer (corres- Absences sponding title numbers in parentheses from the International List or the Causes of Death --1920 Revision > Under 25-34 25 Yrs. Years Annual No. of Absences per 1000 Males % above or below rate of age Under 25-34 group 25 Yrs. Years 25-34 All Disability----------------------=-------------------------------------------- Sickness-------------------------------------------------------------------------------Industrial Accidents-----------------------------------------------------Nonindustrial Accidents--......^------------------------------------- 992 790 127 1 Z> Respiratory diseases__________________---- ----------------- Influenza and grippe (11)--------------------------------------Disease of the nasal fossae (97)------------------------ Bronchitis--acute and chronic (99)------------------Pneumonia.--all forms (100, 101)-------------------------Disease of the pharynx and tonsils (109)-------Other respiratory (31, 98, 102-107).....-------------- 486 51 252 24 14 128 17 Digestive diseases----------------------------------------------------------- no Disease of the stomach, except ulcer (112)_ 37 Appendicitis (117) __________________________ 22 'Other digestive diseases (108, 110, 111, 113116, 118-127) --------------------------------------------------------------- rB51 Diseases other than respiratory and digestive. Rheumatism--acute and chronic (51, 52)-----Neurasthenia, nervousness, etc. (84) Disease of the skin (151-154) Epidemic and infectious diseases (1-10, 12-25) 194 12 15 42 26 Purulent infection (41)---________________________---.. Ill-defined diseases and conditions (205)........... AH other diseases and conditions............................... 20 30 49 Years of Life under observation--------------------------- 2,271 1,527 1,229 204 94 725 85 413 28 15 139 45 179 70 23 86 325 59 25 52 28 23 44 94 4,108 436.S 347.8 55.9 33.0 214.0 22.5 110.9 10.6 6.2 56.4 7.4 48.4 16.3 9.7 22.4 85.4 5.3 6.6 18.5 11.4 8.8 13.2 21.6 -- 371.8 299.2 49.7 22.9 +17.5 +16.2 +12.5 +44.1 176.5 20-7 100.5 6.8 3.7 33.8 11.0 +21.2 + 8.7 +10.3 +55.9 +67.6 +66.9 --32.7 43.6 17.0 5.6 21.0 +11.0 -- 4.1 +73.2 + 6.7 79.1 14.4 6.1 32.7 6.8 -f- 8-d --63.S + 8.5 +45.7 + 67.6 5.6 +57.1 1.0.7 +23.4 22. S ----- 5-3 .......... -- NOTE: Only those disabilities are included which caused absence from worl for 4 consecutive days or longer. TABLE NO. 13 Comparison of frequency of disability lasting olle, two and three caier dar days in the period 1915-17 inclusive with 1922-24 inclusive. Experience of Employees of The Edison Etectric Illuminating Company of Bostoi Period No. of years of life exposed No. of disabili ties last ing 1, 2 and 3 calendar days An. No. An. No Calendar of 1-3 da> Calendar rtf cal. days of disabili days of days of disability ties per disability disabnit: from such 1000 on per attack per 1001 disabili- the lasting 1- on the ties payroll 3 cal. days payroll 1915-17 Inclusive-- 1922-24 Inclusive-- % Change..................... 5.648 6,039 MALES 3,746 4,509 ------ 6,140 7,790 663 747 +13 1.64 . 1.73 -ho 1,087 1.290 +19 428 Fourteenth Safety Congress 1915-17 Inclusive-- 1922-24 Inclusive-- % Change---------------- ae3 1,519 FEMALES ----------77f 2,750 ___ 1.17? 4,217 1.388 1.S10 4-20 rsi 1-52 ______1____ "5.10^ 2,776 4-32 TABLE NO- 14 Days of disability per year per person on tbe payroll for causes specified. Experience of Employees of The Edison Electric Illuminating Company of Boston 1916-17 inclusive -- - = 1918-22 Inclusive...................... 1923-24 Inclusive ____ _ Total disability 7.7 8.9 9.0 Sickness 6.1 7.5 7.4 Industrial accidents 1.2 l.l 1.1 Non-indust'I accidents .4 .3 .5 TABLE NO. 15 Frequency of sickness and non-industrial accidents causing disability for two working days or longer in 1924 among employees of Tbe Edison Electric Illuminating Company of Boston compared with employees in certain government offices.* Average number of Dersons Number of attacks Number of attacks per 1090 iMrsons % above Edison Co. rate Edison Co. Employees___ Govt. Employees*____ MALES 2,274 __1,268 1,507 1.256 1 553 990 r 1 4-49 FEMALES .Edison Co. Employees____ Govt. Employees --.................... 570 3.172 1 l 5S6 4.755 I 1.02S 1.499 | 1 4-46 ,, *In the Veterans Bureau. Register of the Treasury, and U. S. Public Health Service. DISCUSSION H. Johx-sox: Mr. Chairman, may I ask on the physical examination, if the heart, lungs, hernia, and kidney diseases were exempted. Does that mean that you do not employ the incurable, or--I didn't just get that. Mr. Moses: I say, the1 causes enumerated were causes for rejection. Ms. Joirxso"; That is what I mean. That is. on physical examination ? Mr. Moses: That is on physical examination at entrance. Mr. "Wixaxce: Mr. Chairman, may I ask If the Boston Edison has found any tendency on^the part of the employees to disregard advice along' preventive lines, in view of the fact that they knew they would receive full pay, even if they became sick? Has there been any indif ference or lack of care off the part of the employees, themselves, I mean, on account of that consciousness that there would be no penalty, no financial penalty if sickness resulted? Mr. Moses: In. cases like that, referring back to the specific case of the tooth, we would give the man a follow-up card, report back within E. B. A. Section 42 thirty days, to show that he has at least made some start to have thos corrections made- We might extend it another thirty days; beyond th< period it would be a cause for discharge, an account of not being a cepted by the medical director--discharged on advice of medical directo I presume, in some cases, we are taken advantage of, because of oi liberality. We have been criticized, for our liberality for paying fu wages for a 15-week period. It is surprising how popular the 15-wee period is, for convalescents. People will be terribly weak, the 14th wee and they will be entirely well, the 15th week, because their rate of ps has been changed; but, on the whole, we are quite satisfied with tl results. We do have some cases where the family rather object to t] interference of our medical department. We assume no responsibilil We do not provide a cure. When a person is out for any length of tin we get a medical certificate from the attending physician, or from t Institution every thirty days, and base our judgment on the opinion the home physician. When there is any disagreement between the pla physician and the home physician, we have what we call a medi< referee, a man of very high type, who is a sort of arbitrator, and t employee is sent to him at the company's expense. The employee agre and the company agrees to be guided by that man's judgment as whether the employee should or should not be back at work. That is man that' has no experience at all in compensation cases, so that cannot be prejudiced, one way or another. He is the highest type diagnostician we could get within our territory, and that has wort out very satisfactorily. We have had cases where we have withh benefits temporarily, pending the awakening of a sufficient family ini est to the seriousness of the diseases. Those are principally the ca among girls who have been recommended to go to institutions, in ca of tuberculosis, who felt that they did not want to. They gradus come around to it. I The money has been released. I can recall no ca where we have absolutely denied_payment of benefits. We might have agreed, in all cases, as to how long benefits should be denied, employees want to_ leave town, they have to get permission from medical department to do so, because, otherwise; we keep In touch, tl by correspondence with the attending physician in the town to wl they go, temporarily. Home Visiting Mb. Persons (Of the North American Co.): May T ask three q' tions? This home visiting by the doctors--is there objection by tl visited? Does the doctor make any recommendation as to the patient the course of his visit, and how thorough is his examination of patient when he makes the call? Mb. Moses : The doctor is not sent as a spy, because I think if we v an investigating department, we would lose all our standing as a med department. He is sent, primarily, to see if he can be of any med assistance to the employee, to find out what Is the matter with him, what the prognosis is as to the period of disability, so he can re :l~: toBKZZJSt iiiliHHlBiHiMkniili 430 Fourteenth Safety Congress back: to the department, so we can fill that vacancy if it is going to be a long case. He ascertains who the attending physician is, and his name and address, in the first place, and then usually gets in touch with him to see what the diagnosis is, and what the treatment pre scribed has been. In .minor cases, where yon would not call a doctor any way, he will prescribe--as, for headache, colds, stomach disorders, and things of that nature; but with no idea of having any interference with the employee's own physician. In the small towns, we have this advan tage, that there are few doctors in the small towns, and we always pick out the best one in the town to represent us, and in very many cases he is the employee's own physician, any way, and we simply stand in the position of paying for the first call at our expense. We do not make but one call on him, unless the attending doctor recommends that the case is serious, and that he should go again, and then we authorize it, again. Does that answer the questions? Db. C. L. Ferottsox (Portsmouth, Ohio}: I would like to ask Mr. Moses what he does for those that are rejected? In other words, are they told why they are rejected? Any method pursued to gain better health--just exactly what you do with those, in the medical line. Mr. Moses : They are told the reason for rejection, and advised to consult with their own doctor. If the trouble seems minor, at the time, especially in cases- that have hernia, they are advised to have an opera tion ; sent to hospital clinics, and are told when they come back, cleared of that trouble, that they can have the job. I mean, they are not turned out coldly. We have cooperation with the Veterans' bureau in placing rehabilitated veterans. We have cooperated with other departmental agencies of the state. We have one girl that is doing particularly good work, who is blind, as a dictaphone operator. We anticipate taking on some more. - A Member: What percentage of your pay-roll scale is that? I heard here, one and a half per cent. Mr. Moses: Our whole scheme, including a death benefit plan, which I did not mention, and Including a pension system, which I did not mention, exclusive of administrative and overhead expenses is about three per-cent of the pay-roll. THE OPPORTUNITY FOR PREVENTIVE MEDICINE IN James A. Britton, **. D_ International Harvester Company. CWeace, ta. That prevention is cheaper and better thn an i* an axiom which has been handed down for many HtwwdwM!. Tib statement is so per fectly evident to any thinking person that So attempt to prove it by statistics is considered a waste <ef seed Hum. Tim keynote Of the Na tional Safety Council is baaed oe tit** tirtmi '''Safety First" com E. J3. A.. Section 431 prehends in these two words - the whole idea of prevention. In fact, the fundamental idea in all fields of constructive social effort is not in cure or correction, but in prevention. Just as in other fields of social effort prevention has been accepted as the best means of solving any social problem, so likewise is prevention becoming more and more the big fundamental idea in medical practice. The efforts which have been made to prevent disability and death from disease have been varied, intermittent, unsuccessful in some fields and brilliantly successful in others. The most spectacular successes in the line of preventive medicine have been in those lines which have bad to do with the safeguarding of community health. Vaccination against small pox ..and-typhoid fever are two of the most useful safeguards that have ever been devised for the human machine. The public provision for insuring;a,pure water supply for any community Is one of the great est means .of.- preventing many kinds of sickness. This is also true ol the food' supply, particularly meat and milk. If It were not for these generally understood jind utilized safeguards the sickness rate in anj community would be many times greater than it is at the present time We are all familiar with the dire results which so promptly follow th< breaking down for even a short time of any of these generally accepted safeguards for community health. I have briefly outlined some of the things for disease prevention witl which you are all familiar in order to emphasize by contrast some o those things which could and ought to be done but are being neglectec Many of the things which I have in mind you already know about man of the things have been or are being done in certain localities. My hop is that those of us who are especially interested in disease preventio will be able to arouse a more general interest and more continuous pra tice of those things which we know can be done, but for the lack < sufficient effort and sufficient understanding of the problem, we ai neglecting. The National Safety Council through its central organization and i many State organizations has done and is doing a tremendous piece < work in preventing injuries. To have been instrumental in reducii the average lost time on account of injuries in industrial establfshmen to less than one day per man per year is worth a great deal more to t community than the time, effort and money which has been expend' on this problem. , Problem of Disability Due to Sickness is Important From. ;'an I economic standpoint, however, the problem of disabil; due to sickness is many times greater than that of accident. Even the most favored groups the lost time on account of sickness is not h than 5 days per year per man. The average in many large groups from 7 to 8 days per year per man and in. many of our more expo: industries, 12 to 15 days per man. When we compare the average 7 to 8 days lost time per year per man on account of sickness with 432 Fourteenth Safety Congress less than one day per man per year on account of injury, we see the relative economic importance of these two problems. Why is it that there is so much enthusiastic aggressive effort on the part of industrial management to control the accident problem and so little effort made in trying to even understand the possibilities of con trolling at least some phases of our great health problem? The economic loss to the worker and the employer through preventable accident dif fers from the economic loss to both parties due to preventable illness only in this one respect--that it is vastly greater. It is the common and accepted practice in all industries where pro gressive ideas prevail to make and keep a detailed report on every single accidental injury which occurs. The analysis of these records furnishes to the management the necessary data for determining if any given acci dent or series of accidents could have been prevented. These records are the basis of all. intelligent effort in striving to. reduce the number of accidents. You gentlemen represent many industrial establishments. In how many of your establishments is there regularly kept the kind of records of sickness disability by studying which you would be enabled .to tell whether or not in a given case there would have been any possibility of prevention? I know that some of ^ur industrial establishments In this country have attempted to carry on this very thing; I also know from personal experience that such establishments are rare exceptions to the general rule. My point Is that In the ordinary estabHshmeat as we see it today, there is very little, if any. effort to even determine how much of the sickness disability comes under the head of so-called preventable disease. Do not understand me as arguing that all sir! in wr disability can be eliminated. As long as the present arrangement prevails that at least most humans must some time or other get fdch juxJ die; there is a very definite limit to the possibility of accomplishment, however great the effort.- Why should every industrial manager and every workman be in terested in an industrial health problem? From the manager's stand point, absenteeism is one-of his greatest production problems and sick ness is one of the most important causes of absenteeism. It has been conservatively estimated by those who are competent to figure costs of production that the cost of any job is increased by irregularity in work men and the amount of this increase in cost is probably equivalent to the earnings of the absent workmen. In a shop employing 1.000 men, the probable lost time om account of sickness would be 7.500 days per year. Taking the national average earnings of about $5.00 per day. the yearly loss to the men in wages would be $37,500. If the increased cost of production is equivalent to the loss in wages, then the produc tion manager would be justified in spending at least a modest effort in trying to determine whether or not there was any way of reducing this loss. Each workman on an average loses not only $37.50 per year on E. B. A. Section 43; account of illness, but the additional expense for care and medical serv; ice during his illness will average at least that much more. If for nc other reason than the economic one, both the manager and the employee have a real and common interest in trying to eliminate preventable dis ease among those employed in industry. Sickness Question of Great Interest to Those Concerned If in industry the sickness problem is of great interest .to both th< employer and employee and it is the desire of both to reduce the los time on account of sickness as far as possible, what better place coulc one ask for to study the possibilities of preventive medicine than ii industrial establishments? When this subject is broached to an industrial manager he imrnedi ately concludes that this is another scheme for furnishing medical ser'v ice to employees at the expense of industry. I doubt .very much th advisability of any such plan which contemplates furnishing free medi cal service.. What ^should be furnished then, and how much? Ver; frankly, I do not pretend to know. But I do know that the funds mental in any plan to solve the problem is a detailed knowledge of th condition as it really is. If, as stated before, as complete records wer kept of all cases of sickness as are now the accepted practice in regan to industrial accidents, then those who were attempting to understam this problem would have some basis for forming conclusions. . Knowing to begin with; that the results obtained would of necessity be limite to the so-called field of preventive medicine, then it is evident that al of the effort should be directed to this field. From a strictly busines standpoint, suppose that the manager of a group of 1,000 employee with their annual cost burden on account of sickness disability of $37,50 could by investing $5,000 reduce this , annual loss to $27,500, it would fc considered good business. How do T know that this could be done How did you know a few years ago that it would be possible to reduc the yearly lost time on account of accident from 3 to 4 days per ma to the present rate of less than 1 day per man? Does it seem any moi unreasonable to believe that by constant intelligent effort a similar r< duction might be made in lost time on account of sickness? I do nc mean to infer that it will ever be possible to reduce lost time on accoui of sickness per man to less than one day per year, but I do believe thf the present average of 7^ could be reduced in 5 years' time to a average of 6 or even 5. Community health officers can carry on the big general measure which make for the maintenance of community health--water and foo supplies, the problemT of contagious diseases, vaccination and isolatioi but when it comes to the following up of those intimate details whic influence the health of the average individual in his daily oceupatio: it Is inconceivable that the efforts of public officials however intelligen would be effective. The hope of educating the average individual that he can properly safeguard himself lies in the possibility of develo 434 Fourteenth Safety Congress ing a. desire for seif protection which is a part of his daily life. I be lieve that in an industry where the employee and employer are con stantly on the alert for those factors which influence health, there is the best opportunity for results in so-called preventive medicine. In your industrial accident work it is not due to the fact that you may have a competent surgeon on the Job that your industrial accidents are lowered, but to the fact that the surgeon's work is supplemented by committees of managers, foremen and workmen talking and practicing accident pre vention as a part of their every day job. While It is possible to do something in the way of disease prevention in any organization by hav ing available the services of a competent physician, an effective worth while health conservation organization must be formed on the same plan as that adopted for accident prevention. Everyone in the whole organization must know the importance of the "Keep Well" program. If one wishes to prevent disability due to over exertion, a-knowledge of the physical defects and physical limitations of all employees is necessary. A thorough understanding of all occupational disease haz ards is fundamental if diseases of occupation are to be prevented. The physical conditions of the working place, temperature and humidity; light and ventilation, and even common cleanliness, are all factors which influence health- ------ A program which provides (1) a record of the physical condition of all new employees; (2) a record of ail disability due to sickness with particular emphasis on the casual factors; (3) a record of physical conditions as revealed by periodic re-examination of those employed, (4) and a record of all health hazards due to the occupation will sug gest to any intelligent manager many opportunities for health conser vation. -- Of course, the employer must lead the way. He must first know the problem in all of its details if his ideas of prevention are to be under stood by his employees. However, when both do understand the im portance of disease prevention, their mutual economic interest is bound to make their efforts effective. Industrial establishment* make np the most important field for preventive medicine. The iipgim lasTlj is there. The conditions are rigttT Let us not delay the ilr rilupni nr THURSDAY AFTERNOON SESSION The Second Session was called to order at two-tea Y3cfc by Chairman Uy, CRMKMa.^ Lr: Mr. Forster, who is chairman ef the Nominating CaiiiiuUiee. 1 think, i* ready to report on the officer* for the coming year. -- H. Vamis Funwa <Brown. Crosby I Company. Philadelphia Pa.): 1 tahe piaamru in presenting the name or W. J. McPherson for chakraaust. B. 1C. thubnunn for vice-chairman and A. B. Gehe as secre tary to tow. if you see fit to elect them, for the com fug year. JE7. B. A.. Section 435 Chairman Ley: You have heard the nominations. Are there remarks? Mb. Striver: I move that you cast a unanimous vote. The motion was regularly seconded and carried unanimously. any HOW FAR SHOULD MANAGEMENT PARTICIPATE IN THE OPERATION AND SUPPORT OF E. M. B. A.? E. H. Olsen, Business Secretary, Employes Mutual Benefit Association, Milwaukee Electric Railway & Light Co., Milwaukee, Wis. This question takes for granted two principles: First, that the Em ployees' Mutual Benefit Association is to be a distinct organization sep arate from the industrial concern, and officered and directed by its mem bers who are employees of the employing company, and, second, that the activities of the association are intended to be of mutual advantage to employees and to employer, and that cooperation in planning and sup^ porting these activities is logical and proper. This discussion, then, will be directed to consideration of the degree in which the management may helpfully accept cooperative responsibilities in the operation and support of the association. My own discussion of the subject will be based largely upon my experi ence in the Employees' Mutual Benefit Association of Wisconsin of which I am the executive secretary. Operation and Support of E. M. B. A. of Wisconsin This association was. organized in 1912 and now comprises within its membership the employees of the Milwaukee Electric Railway and Eight Company and of three other associated companies. Every regular and permanent employee of each of these companies is a member of the as sociation. The total membership is now nearly six thousand. The Employees' Mutual Benefit Association of Wisconsin has enjoyed steady growth and progressive development of its activities. Because I believe this successful history is due in large measure to wise and gen erous participation by the management coupled with the greatest possible responsibility on the part of the employees, I wish to state briefly the form of organization and the benefits of that association, I do this in. order to indicate my own background for this discussion of the principles involved in our subject. Our association is governed by a board of twenty-four directors. Six teen are elected by the employee membership through secret ballot, and eight are appointed by the company. The company . contributes, in cash each month a sum equal to the aggregate membership dues.paid by the members, which are at the rate of seventy-five cents per month. The company has assured' the association of this measure of support. It has, by written contract with the association, agreed to appropriate monthly one per cent of its operating revenues for pensions and for the activities of the association. One half of this monthly appropriation is .iiMfflma. ^laaeisM 436 Fourteenth Safety Congress devoted to current pensions and the pension fund. The remainder is available for the company's membership contribution and for the pay ment of other expenses of the association which the company in this written contract has agreed to assume. These expenses include the clerical expenses and the cost of social and recreational activities of the association, the publication of its monthly magazine, and the cost of certain life and health insurance which the company awards to employees who have been a year or longer in its service; This insurance is pur chased from the association. The "regular benefits" =of the association are supported by the member ship income from employees and the company. As I have said, the com pany and the employees make equal cash payments into the funds for the administration of these "regular benefits." The "regular benefits"^ may be summarized as follows: A--For Members and Dependents (Without Further Cost) 1. Medical service. ^ 2. Surgical service. 3. Nursing service. - Bssential, high-standard services, at any hour and to any extent neces sary. B--For Members and Wives--(At Cost) 4. Dental service and preventive dental treatment. C--For Members--(at Cost) 5. Life, endowment, sickness and accident insurance--protecting fam ily welfare and personal independence. D--For Members (Without Further Cost) 6. Health service, voluntary and confidential health examinations with follow-up treatment and counsel. 7. Sick benefit--one dollar a day for 200 days. 8. Hospital benefit--one dollar a day for 100 days. 9. Death benefit--in the amount of three 'hundred dollars. 10. Life insurance--in the amount of five hundred dollars after one year of membership. This is a company dontribution. 11. Pension--at age 60, after fifteen consecutive years of service. The plan includes, also a retirement allowance in case of permanent total disability after fifteen years .of service. 12. Rail and Wire--news of the company's activities, of the association and its members, published monthly- 13. Educational opportunities--varied, practical, adapted to personal needs. -- - 14. Safety at work--members take part in this organized effort, under the auspices of the association. 15. Recreation, sports and entertainment--of high standard and of many kinds. - E. B. A- Section 43 16. Help in any kind of personal trouble--real, prompt and confider tlal 17. Privileges of the Savings, Building and Loan Association--thril and home owning on unusually favorable terms. IS. Benefits of the General Labor Contract--responsible represent* tion and fair dealings as to wages and working conditions. The "benefits of the General Labor Contract" require further expk nation. By this written contract between the company and the assoclj tion all employes are guaranteed the right of unrestricted collective ba. gaining for wages and for any other right and reasonable thing connecte with their job's. The whole body of employees is divided into small groups averagin about sixty or seventy workers in each, group, according to the trad and the location in which they work. Each of these groups elects t secret ballot a Labor' Adjustment Committee. Such committees de; with all industrial matters in dispute, as they may arise, on behalf of an individual or any group among their constituents. They may appeal, need be, through their own higher officers, to the executive officers the company. In any matter of importance in which agreement canm be reached by such, direct, personal negotiation, the disagreement is, t existing written contract, to be referred to an impartial board of art tration whose decision is final and binding on both parties. Referring again to wages, let me say that there is, semi-annually, a r adjustment of wages, in accord with the changing cost of living and oth< factors. These wage agreements are negotiated by the Labor Adjus ment Committees and the superintendents of the several department They are then ratified by the executive officers of the company and 1 the board of directors of the Employees' Mutual Benefit Association. T1 rates of wages, so fixed, are not the limits of the earnings' of our ei ployees. Each one has the opportunity, under a scientific gain-sharii system, to add to his earnings by increasing his productivity above t! normal standard established for each occupation. The company shar equally with the employees in the results of the economies and extra pi duction thus secured. As indicating the value of this incentive and i appreciation on the part of employees, it should be noted that each mon the aggregate bonus paid, amounts, on the average, to ten or twelve p cent of the payroll. To conclude this statement concerning our own association and i relations with the employing company, it may be said that the "regul benefits" are supported by equal cash contributions made by the e: ployees and the employer; that the operating expenses are borne by t employer; and that the controlling influence in the- management of t . association is held by the employees. It should .be remembered, howev that the continuance of these arrangements is subject to mutual p< formance of written contracts which prescribe clearly the obligations a duties of both parties. ----- - - a,---------- j. -------------------- -------- -a------------ -- 1^4- + 438 Fourteenth Safety Congress matter into two parts: '(1) Function of the management of the em ploying company with regard to policies and administration of the as sociation, and (2) participation by the company in the support of the association. ~. li--Place- of Management in Operation of E. M. B. A. Concerning this phase of the subject, I should like to propose, for con sideration, these principles of procedure: 1. The majority of the board of directors should be selected by the employes by means of direct and secret ballot. This seems essential to secure the desirable participation by employes in the afTairs of the association, to assure their confidence in its demo cratic purposes, and to avoid the apparent attitude of paternalism on the part of the company which, otherwise, would be undeniably in evi dence. 2. Some members of the board of directors should be appointed by the company. This is warranted by the financial and other interests which the com pany has in the association, and which are affected by its purposes and administration. Moreover, these appointments assure the retaining, .on the board of directors of a nucleus of trained and experienced officers. Their services are the more valuable because they are not directly in fluenced by the stress of occasional group opinions which may, con ceivably, seek expression in policies not for the best interest of all concerned. -- In the organization of which I am an officer, the company has adopted the policy of appointing as company directors only those past officers of the association who have first reached the board of directors through direct election by the employees. This policy has been helpful In every respect. -- 3. The executive officers of the company, including the heads of ad ministrative departments, should not be appointed to the board of di rectors by the company and should not stand for election as employee directors. -- This principle is announced in the interest of free discussion and action within the board by the employee directors. It is exceedingly important that the association should become a school of experience for the de velopment of latent capacity for leadership on the part of employes from the ranks. This purpose will be defeated if the operation of. the associa tion is merely an adjunct of the general manager's office. In any as sociation which includes with its purposes the responsibility for industrial representation, this principle would seem to be especially important. It is not to be assumed that the company will be, or should be, deprived of its fair share of responsibility in the affairs of the association. All of its officers are necessarily employees of the company. The interests of the company will be recognized. When necessary the officers of the company will be consulted in respect to policies affecting its own inter 13. B. A. Section 439 ests. The officers and directors of the association will, undoubtedly, show the more conspicuous^ regard for company -views when they are charged with the formal responsibilities for action, and when they are treated with sincere confidence in their own wisdom of action; Incidentally, it may be mentioned that the officers of the associatlor should always seek the advice and counsel of the financial officers of th company as to the care and investment of funds. There can be no doub that the natural disposition to seek experienced counsel on financia matters will assure this being done without a mandate from the com pany. . _: 4. Each elected director should represent the definite group of eir ployees by whose votes he is chosen. This arrangement will assure the selection of democratic persons, goo mixers, who will . have and retain the confidence of their fellow en ployees. .It permits, also, very readily, the taking of a referendum upo any important change of policy contemplated by the board of director Such matters can be presented to groups of employees for discussion an for the expression of their opinions at meetings arranged by the severs employee-directors. The importance of such direct relations with tl membership cannot be over-empbasized as the means of building up responsible and well informed management of the association by its ow members. 5. The executive secretary of the association should be appoints annually by the board of directors. He must be trusted as a. real representative of the interests of tl employees. He must be fully informed concerning .their views, their d sires, and their working conditions. 6. The association should provide many opportunities for employ members to hold office and to participate- in important committee wor In a large membership there are bound to be many undeveloped ai undiscovered men with real capacity and with the impulse for servi< They must have the chance for training and experience, if the associate is to have the benefit of their work and leadership tomorrow. It is equally true that the critical spirit of some aggressively mind employees needs to be tamed by assuming actual and definite responsit ity in the full view of their associates. The wise president of an E. M. A. will seek' out such potential trouble makers and place them on comir tees engaged in active service for the membership. This taste of reap* sibility and of the necessity for due consideration of the opinions and terests of others seldom fails to render them more charitable towi the decisions of the officers of the association. They become more telligently public-minded, and more strongly inclined to render nnself service. 7. The personnel magazine should be the organ of the associati which should control the editorial policy. . This arrangement should be adopted as a powerful means of popula ing the association, of winning the devotion of the membership to .Justs. aJ&iuiitf msam 440 Fourteenth Safety Congress principles and purposes. In the association which I represent, the com* pany management takes no part in the editorial management of our monthly magazine. Whenever the management desires to send any mes sage to the membership, it is accomplished by a signed communication published in Rail and Wire. 8. The employee activities which affect the whole membership--such as the medical services and the recreational activities--should be con spicuously free from direction or undue influence by the management. These are matters of personal rather than industrial nature. Their administration should reflect the interests and views of those whom they directly affect. Furthermore, these are fields of work in which many members will find, naturally, their first opportunity for service to the association. - 9. The association and its activities should stand before the public as belonging to the employees--not as a "welfare enterprise"-of-the employ ing company. No other policy will secure in any satisfactory degree that energy, and that sense of personal representation on the part of each member which are essential to success. 10. Finally, it is essential that the administration of the association should actually. represent the personal and collective interests of the members. This cannot be true if the company actually controls the association in a direct and obvious manner. It is equally essential that the administration of the association should recognize the mutual interests of employees and the employing company in the conduct of its affairs. These two essential conditions can most certainly be secured by that kind of cooperative helpfulness by the company which will stimulate a responsible and efficient operation of the association by officers chosen by its own membership. ^ III--Company Support of the Association I shall not attempt any complete statement of the reasons why it seems to me to be sound practice for the employing company to contribute, and to contribute generously, toward the cost of operation of the Employees' Mutual Benefit Association. In these days of enlightened industry, the social as well as the financial responsibilities of business are widely recognized and acknowledged. The humanitarian motives which may actuate a company in promoting the personal welfare of its employees are no longer regarded as outside the scope of "good business." The industry may properly regard its workers not only as employees but as citizens of the community. Their happiness and self dependence- constitute an asset to that community and a favor able condition for the prosperity of all the businesses in it. With respect to this aspect of the subject. I should like to propose, also, these principles for consideration: liiihiiiifra ' E. B. A.. Section 441 1. The employing company has adequate self-interest to warrant its making substantial contribution toward the cost of the association. Certainly the employing company has a direct financial interest in the health, efficiency, stability, and contentment of its working force. In a public utility it is, perhaps, particularly clear that the employer is deeply concerned with the mental attitude in which its employees come into daily contact with the public. Employes cannot show a dignity of demeanor, an ease of bearing, or maintain a loyalty of service, unless they are pos sessed of self respect, and assured of that personal independence of thought and action that, every real man holds among the important things of life. -- Vi- The Employees' Mutual Benefit- Association may be the medium through which the company cooperates with its employes to make as satisfactory as practicable the wages, the working conditions, and the personal sur roundings of its working force. By so doing it will stimulate efficient methods for . self dependence and higher standards of living on the part of its employees, contribute to the welfare of the community, and create an asset in its own business. 2. The employer should contribute in a particular way In amounts definitely- known in advance. There should not be a whimsical or uncertain policy respecting the com pany's support of the^association. The contribution should be constant, adequate, and assured before the adoption of activities and policies. This arrangement, alone, can assure steady growth and wise planning by the association. - 3. There should be a definite agreement between the company and the association as to financial and other obligations of both parties. Each of the parties should faithfully discharge its agreements. No greater guaranty can be created against a breach of faith on the part of employees in the financial and beneficial administration of the associa tion, than that which, is established by the confidence of the employing company, manifested by its consistent financial support. 4. The employer and the employees should make equal contribution tc the support of the regular benefits of the association. At least the com pany's contribution in this field of the association's activities should not be larger than that which comes from the employees themselves. When there is equal support of these activities which contribute di rectly to the welfare of both employees and employer, there is' avoided the atmosphere of dependence and, of paternalism. The overhead ex penses of the association, however, may also properly be a company con tribution, in whole or in part. These expenses will consist largely of th< supply of offices and other space, of clerical services, and of printing anc mailing. The company is usually in position to assume such expensei without undue cost. To do so is to avoid setting the association too mucl apart from the conduct of the business itself. The interests of employe: and employee should be intermingled in the business and in the associa tion. 442 Fourteenth Safety Congress IV--Conclusion I would not leave this discussion of the subject with the thought that the employing company must gauge its participation in the administra tion or in the support of an Employees' Mutual Benefit Association on the basis of humanitarian motives. The decision should be made upon the basis of business judgment, and as a matter of business policy. It seems to me that the degree of interest and the amount of support which I have suggested as suitable on the part of the management, are both justified from the business man's point of view. The establishment and encouragement of means whereby the labor turnover shall be les sened, the absence rate because of sickness minimized, the energy and ef ficiency and loyalty of employees increased--such an investment by the employer is "good business." It is of the same nature as the providing of the best mechanical equipment for the shop or factory. No industrial concern can buy "welfare" for its employees. Nor can loyalty be captured by a force of watchmen. These desirable conditions can be created only by the interested and responsible intention and effort of the employees themselves. The employer may find a deep satisfaction and a valuable return to his business, by joining in such motives and efforts in every suitable way. Cilvibman Ley: You might be interested in an experience I had in Massachusetts. I had a meeting with the executive committee of the Master Federation of Labor. When I submitted the plan to them for criticism (and the only criticism that came from the men was from the man who represented the shoe industry) the criticism was he didn't favor a mutual benefit plan of this kind, because he found that wherever they have a good mutual benefit plan, it was just so much, harder for him to organize. One other comment on the .other side came from a man named Joe . Parks, a representative on the labor board in Massachusetts, and one of the keenest minds in labor. He said, "Mr. Ley, if more employers would tackle the problem- along those lines, we would have less labor unions. I don't think' there is any sense of us getting labor men to put up hard earned dues, if the management is wise enough to start in and help them correct their conditions! We would have less labor troubles." Another thought I would like to leave with you is with reference to liability insurance. We Tire all paying out a good many thousands of dollars every year for liability insurance. I have come to the conclusion that I think all questions of compensation payments ought to be handled by the mutual benefit association, if they are going to get the profits. I know in my own construction organization, we have cut down our liability cost as low as we can. . I have told the mutual benefit society they can from now on, if they can work out any scheme that the actuaries can figure out, have half the savings they make below the present rate. We have been twelve or fourteen years trying to get our rate down. I think we have done it by introducing all the labor saving devices we E. B. A. Section 443 can, and all the educational work we could do. Still I believe we can go further, if the men themselves are interested in the net cost. I think that is applicable to every concern. Are there any other questions any one would like to ask? J. E. DeMekkitt (Montgomery Ward & Co., Kansas City, Mo.): To what extent should the management contribute to the cost of entertaining mutual benefit associations. I think that depends very largely upon the kind of business, or the kind of employes the organization, may have. The Public Utilities corporation may well set aside a fund of one or one and one-half per cent of their payroll to help support the mutual benefit employees' association, while other concerns operating with closer competition, who are forced to watch the operating cost more closely may find It rather difficult to get the officers of the company to set aside any fund to help take care of the employees' mutual benefit association. Montgomery Ward operates seven stores, the largest one in Chicago. We have been experimenting with employees' mutual association for twen ty years. At first the company set aside a definite fund to be used by the employees' mutual benefit society, and always insisted on having in each house some official of the company connected with the employees' mutual benefit association to see that the funds were properly distributed, and see that the whole thing was supervised under the policy of the company. We tried'that for quite a while and found It was not entirely satisfactory. Of course, we' don't employ the average factory type. We employ the kind of people you find in the department stores, boys and girls from sixteen to twenty-one, men and women beyond that age up to sixty-five and seventy. We found that the employees have been anxious during the last few years to get away from anything that smacks of fraternalism. It wasn't at all difficult to change all of the associations over from those expecting support from the company to self-supporting associations. Right now in all of our plants we have self -supporting employees' mutual benefit as sociations. There are times, of course, when an association will run into difficulty, when it is passing through a period of epidemics or dif ferent kinds. We had that at Kansas City last year. The company, im mediately made up the deficit the association had, and they went on without increasing their benefits: or rather increasing their dues each month. Then, in lieu of the money that the company was giving- each year to the associations, the company adopted the plan of-giving all em ployees who have been: in the service of the company one year or longer, full medical attention at the plant, in the home or anywhere else they might be. This, we found to be a great deal more economical. We could do it for considerable less; that is, we could give the outside medical attention for considerable less than it would cost us to furnish one-half of the cost of operating the employees' mutual benefit societies. It has worked out remarkably well. Right now more than seventy per cent of our employees belong to our mutual benefit society. It has not added any great burden, to the com- 4A4 ------------nourteentn safety uongress pany. It has rather reduced the cost of carrying this kind of insurance. In addition to that, after an employee has been with us five years, we give him an insurance policy under the group insurance that we buy from some of you who have difficulty in selling the executives of your com pany the idea of contributing one-half the cost of your K. Ml B. A. in surance. If you do, I should be very glad to explain our insurance plan you will drop a letter "to me at Kansas City. ON WHAT BASIS SHOULD VOLUME AND NATURE OF BENEFITS BE DETERMINED H. Walter Forster, Brown, Crosby & Co., Phiiadelpnia, Pa. There is no question any more about benefit organizations, properly devised and conducted, being a desirable adjunct of industry. The only question is how best to organize and conduct such an association. A very common outcome of benefit associations has been thfe company union, in the biggest andT best sense of the word. It is a logical and desirable step, but it is never wise to start a co-operative plan with so complete a program. You may kill it before it gets under way. You must let the big program^ gradually develop. "What shall the volume and nature of benefit be?" In view of this feeling I shall limit myself to life and disability, and not to the question of education, recreation, social activities, thrift, participation in manage ment, and other items which have developed in Milwaukee and In my own city of Philadelphia on our traction system, and a number of other organizations where wonderful results have been the outgrowth of benefit associations. Before turning to my subject, I want to call attention to the fact that we, more or less gray-haired preachers of the safety gospel, for years went up and down the country and said, "Gentlemen, if you will go ahead and organize for safety, you will for the first time by working with your people on a subject where there will not be any argument about the merits of your^ease." No man can If he has anything resembling intelligence, suspect you of improper motives. The benefit association is a similar proposition. It works for joint good; for the man and employer. The employer can always afford to put in the fifty per cent or whatever his percentage may be. I would like to ask whether anybody in this room has any doubt in his or her mind that life insurance, whether purchased or self-insured, should be a part of the benefit plan? When I say life insurance, I do not mean $100 or perhaps even $200, which hardly will pay for a modest funeral today. Does any one question the propriety of having $500 or $1,000 in surance as part of the plan? My own feeling is that there ought to be one year's income; that will give the family six months or so in which to turn around and adjust itself to the new economic conditions. Dr. Redden. I think the practical aspect of the case probably will limit E. B. A. Section 445 you to about one year's income. I would, like to see it more. You know the value of human life. Take a man in the forties. He ought to last at least twenty years more. If he has an earning power of $3,000, has an economic value of perhaps $60,000. $1,000 of insurance does not in any way replace him. It is merely giving the family a chance to turn around and not have privation yapping at the back door as the funeral cortege goes out the front door. Is there any doubt in your minds as to a reasonable amount of life Insurance being desirable? I don't seem to hear objection to that. I will go to the next point. Is there any question in the minds of any of you that a benefit associa tion plan should provide for sickness and accidents not incidental to employment? I don't think you could do anything else but agree with me there, because that is what we have generally aimed at chiefly; We then come naturally to the question as to whether a benefit associa tion shall make any contribution in event of accident or sickness outside of the plant. We have a rather Interesting and debatable question there. I hope, Mr. Chairman, there will be discussion on it. What do you think of the wisdom of paying something, not necessarily, of course, the same scale as for non-work accidents. Do you believe if a man belongs to a benefit association and gets $30 a week, if he is sick or hurt, and If he is hurt in the plant and gets $15 compensation, the benefit association should make up the $15, so he is equally well off financially, whether he is injured or becomes ill in industry or outside of industry? What is your opinion upon that point. That always comes up when benefit asso ciation organization or reorganization is under discussion. 33. E. Armstrong (Champion Valve Co., Springfield, Mass.): If a man gets hurt in the shop and comes under the state compensation laws, and receives a maximum, we will say of $16 a week, I believe your ques tion is whether or not he should also participate in the M. B. A. to which he belongs in addition to his workmen's compensation. - Mr. Forster: Up ter the point which he would have reached if he were hurt in an automobile accident, for example. Mr. Armstrong: Ours went through on a basis of $14 a week, pay able regardless of whether a man was hurt in the shop or outside. Some men would drop something on their toes, limp around for a couple of months, get $16 fromr the state and $14 from our association, and they would be getting a nice income. The malingerer was very much in evi dence. After a year we cut it in half. We pay $7 to a man injured in the shop and $14 to men out of the shop. Mr. Forster: What do you pay for accident that does not occur in the shop? __ Mb. Armstrong: Fourteen dollars. Mr. Forster: Your compensation payments are $16 maximum under the law to which you add $7.00 and then you pay $14 for sickness and non-work accident. Do you think that is a satisfactory plan? Mb. Armstrong: Yes. It seems to work out satisfactorily. .zassiiaL W--IW ufSeaftii&Auusa x vr <cc;m Charles MaGuire (National Foundry Co., Erie, Pa.): Would you have any objection to paying a man his benefits as long as he was a member in good standing in the association and complied with the rules and regulations as laid down in your by-laws? If he should consult a physician who acts for you, and the physician O. K.'s the accident as legitimate, prescribes the possible length of time, -there wouldn't be any question about paying him, would there, even if the compensation enters into it? _ Mr. Forster: Generally, benefit associations make no payments for compensable accidents or industrial disease, if it comes under compen sation law. The basic reason, of course, is that the compensation law is supposed to protect a man. It does pretty well for a man whose earnings are low, but it only comes part way when a man is in the higher earning class. I= think it is a great mistake to duplicate the benefit association's payments in the case of workmen's compensation class accidents. I really wanted to know if you were doing that, or were in favor of the benefit association making up the difference between what the compensation act pays him, and what he would get if he didn't hap pen to be involved in a compensation case. Mr. MaGuihk: I am "mighty glad I dropped in here because I be lieve we are practicing something now which is mutual. We have a little association in our; plant that pays a man $10 a week, and the nurimnm compensation in Pennsylvania, which as you know is $12, nets him $22. Ours goes back to the first day of his injury, if it is more than two weeks, and we have to have our plant physician keep in behind some of our workmen who don't speak very good English. I won't mention any nationality. However, Tome are more sensitive to pain. When they get a scratch on their finger, it is a terrible calamity. On the mutual benefit plan, if we didn't pay benefits from the association when a man was entitled to compensation, I think we could save a lot of money. HOW FAR SHOULD PHYSICAL EXAMINATIONS AND MEDICAL SERVICE 60? Dr. W. Irving Clark, Service Director, Norton Company, Worcester, Mass. In the majority of factories" where mutual benefit associations are in force, there is a medical department as well. I don't think that is one hundred per cent, but I think it is so in such a large per cent that most of the mutual benefit associations can call upon the factories for their physical examinations. They" do not have to hire an outside physician to do their examinations for them, but can depend on the physician run ning the plant for this examination. It, therefore, becomes a question as to whether the examination shall be exactly the same examination for men who wish to become members of the mutual benefit as is given to the regular workmen before being bired, or whether there should be a special examination. How far should it go? iff. B. A. Section 4A Almost all factories will give a.complete physical examination befoi hiring. It has been found there has been certain, emphasis put o certain parts of the body from the employment point of view. In th way the physical examination for industry is quite different than tl physical examination for life insurance. When we are considerir mutual benefit associations, it seems to me we are in between life 1 surance examination and the examination which a man should i through before he becomes a working member of a force. When you a: considering a mutual benefit association, you are considering liabili) to sickness, not as to a man's ability to work. When you consider h liability for sickness, you have to consider it more or less from tl point of the life insurance examiner, as to whether the man is a go< risk from the general health point of view. On the other hand, if you are examining a man for life insurance, yi are considering what his probable death will be. or, if you think the is a standard age, `Will this man live to that age, or live a longer' peri' of time." In trying to come to some conclusion as to how much or h< far the examination should go for the mutual benefit association, seems to me we have to get our pitch somewhere between those ti ideas. What An Examination Should Be Let us try and outline what such an examination should be. In t first place, we have a little more time to make the examination, of t man than we have when we are examining an applicant for e pioyment in the factory. Having a little more time, we can perhs study more carefully certain aspects, which are of real importance to the probability of that individual to go along without sickness in 1 organization, or as long as he maintains his position in the muti benefit association. In the .first place, it would seem to me that the condition of the na pharynx is one that perhaps would be more carefully examined than ordinarily done. 'The teeth have been very carefully stressed. We realize there is a good deal of hazard in the tooth, but I think perh; not quite enough attention has been paid to the'condition of the na pharynx. In the mutual benefit association, as we have heard this mo ing, respiratory disease is going to be one of the great expenses; that the man who has respiratory trouble is out with continual colds s bronchitis, is going to cost a good deal more to the mutual benefit sodatien, perhaps, than a man who has a chronic valvular disease the heart. You see a man with a chronic disease of the heart may die soon, he probably won't die until he has severed his connection with mutual benefit association or left the factory. The next thing that I think is of importance is to determine whet, that individual is liable to become tubercular; not is he tubercular, does he belong to the tubercular class. Of course, if he develops tul cuiosis, there again is a case where it is going to cost the mutual ben 448 Fourteenth Safety Congress association, a good deal of money. I think examination of the kidneys is perhaps necessary and of great importance, particularly examination of the urine for sugar. I think the chances of losing much time because of nephritis is slight, but I do think diabetics can get into a great deal of trouble, so I won't emphasize the cariac condition, provided a man is in the factory where he is being well placed. I won't emphasize the conditions of the lower respiratory tract; that is a man who has perhaps a thickened cervical pleura, or something of that kind. It is what his potential power of developing trouble is that we want to look for. Can we rule out a . man because he doesn't look just right from one of these examinations? Can we say we will keep a man. out of the benefit association just because he has large tonsils? I don't think we can, and I think there is where the difficulties come in. I think we have got to size up the individual pretty carefully before we reject him, but we can, by these examinations, determine in a general way what the risk is and wliat the risk is going to be. Conditions of Joints The last thing in the physical examination that I think has got to be thought of very carefully is the condition of -the joints. There is more disability caused by joint disease than by any condition I know. I don't know of any examination to which less attention is paid than to the examination of joints, either for life insurance or applicants for employ ment in the factory. I just bring that up because there immediately dashes in your mind numerous cases in which men have developed serious conditions of the joints, lame back, difficulties of the knee joint or hip, as the result of a slight trauma or exposure to cold or some similar condition. I would say in summing up the question of how far the physical examination should go, go as far as you like, go as far as you can. If you can't go beyond a certain point, I think a urinalysis should be -made, but whether * blood . chemistry should be done is a ques tion. Some mutual benefit associations would be able to carry those things out; others would not. I think all of them should have a ten dency to emphasize in the examinations certain things which are not usually looked into very carefully. The individual should be most care fully talked to about the advisibility of correcting the defects found in those particular parts of the body that I have just been speaking of. The next thing is the question of medical service. Medical service is carried on in almost all factories by a competent medical department, which supervises the health of the worker. The mutual benefit associa tion can always call on that medical department for its members while they are in the companv and doing work. Should the mutual benefit association provide medical care for people, for their employees, or members, when they are outside of the company? Personally, I think not. It seems to me that that is entirely too much of a burden for any mutual benefit association to bear. Should they provide diagnosis out- E. B. A. Section 449 side of the diagnosis provided by the medical department of the factory? If possible, yes, they certainly should. It can very easily be arranged, that such diagnosis can be obtained through some neighboring hospital, or through some group of specialists or physicians in the neighborhood. I think that diagnosis is the most important thing and the most valuable thing that any member of the mutual benefit association gets from his belonging to the mutual benefit association, because, after all, no one wants to be sick. The man doesn't want to be sick, and the association of men don't want the individual to be sick. If he is sick against his own will, he is losing money by it, and he is losing comfort, so that anything that will call his attention to those things which should be taken care of is of great importance to him and to society. Therefore, I consider diagnosis of the utmost importance;, first, a good physical examination to determine what the condition is when the man enters the mutual benefit association; secondly, a correct diagnosis of what the condition is which is keeping him away from work. Those are two absolutely fundamental things. If we are going to carry on any more medical work than that, I think it should be confined to the plant dispensary, that the-milder con ditions, such as colds, can be very well handled by the plant dispensary, and the treatment should go no further than that, but the diagnosis should go as far as possible. The reason I feel that treatment should go no further is, in the first place, because adequate treatment is too expensive; in the second place, because there is always a temptation to make some kind of an arrange ment with one or two doctors to take care of the members of the society and go and see them in the home and take care of them there on some kind of a salary. I don't believe that kind of treatment will pass. I don't think the employee gets the value of the money he puts in It, and I think sometimes a great deal of harm is done by it. I think eacn man should have his own family physician take cafe of him when be is away from the plant. I think a large number of the minor nfrfrnrmrrs can be aborted and, in a great many cases also, if it goes on, the amount of disability can be reduced provided the treatment is begun at a very early stage of the game, and the plant dispensary is there. It Is there for the members of the mutual benefit association to use. If they will use it one hundred per cent, they will get a very marked reduction in absenteeism on account of sickness. DISCUSSION Ms. Percy (North American Co.): Mr. Chairman, may I ask Dr. Clark if he would approve of a policy on the part of the association whereby that association would provide for each of its members a voluntary, con fidential and periodic health examination, thorough and complete at the expense of the. association. Dr. Clark: Mr. Chairman, I should certainly approve of that. I 450 Fourteenth Safety Congress believe in the' periodic examination. In our factory we have periodic examinations for every one from, the president down to a certain level of keyman; beyond that we can't go, because of the expense. We would like to carry it right through the factory. Mk. Percy: What is the expense? Dr. Clabk: The expense is twofold. In the first place, we have tu have quite a number of doctors to carry it on. It requires a very large staff. We like to have the same men do It from year to year, because they do it accurately. They can do it up to a certain point; they can't go any further. The other expense Is the expense of men having to come in for periodic examination, although it doesn't seem very much for a man. If you take what he loses from the time he goes back to the work to the time of ^examination, there is a great amount of disturb ance. We do just as much as can possibly be done. Our equipment goes up through the X-ray. We do our laboratory work. We do alt our X-raj work. We do chests and abdomens. We will do pretty nearly every thing we possibly can, and if we can't carry on any further, we vers often arrange with a hospital to carry out the steps beyond. As far as the re-examination goes; any man in our factory, regardless of whether he is a member of the mutual benefit association or not receives a follow-up examination if he has any defect which is of serious nature at all. If he is a diabetic, heart Or lung case, we auto matically examine him every nine months,' six months, three monthi or a year. Mr. Percy: If you find continuing trouble do you send him to his owi family physician? Dr. Cr.Aitic-: Yes. We don't want to take the responsibility of carrying that man's life on our shoulders outside of the factory, but we wil co-operate with the family, physician in every way we possibly can. W> will call up the family physician and make arrangements. Mr. Percy: Do you estimate the average time required these examinations and the average cost per examination? for one o Cost of Examination Dr. Ceakic: I never~worked out the cost, because that is worked ou with other costs. As far as the time goes, it depends on the case. On man takes six minutes outside of the urinalysis. When you get a defe< tive man, he may take three-quarters of an hour. On the follow-up worl I usually take thirty^ninutes on a ease. That is just for the examini tion; that is not "waiting and watching the man. That is the time i takes for the actual examination. Chairman Ley: Yon will please pardon me for discussing this sul ject, but this is the kind of "work we are interested in in the Institut The charge is $5 to $6 per case, as I pointed out. That means a one hon examination. I would like to have the doctor's comments on an exan ination that you can do in six minutes. E. B. A.. Section 451 Db. Cl.'vkk: That is usually misunderstood. I mean that most people think it is extraordinary that it can be done. The National Industrial Conference Board, a group of doctors who represent, I suppose, the majority of large factories east of Chicago, found the average time ran about six minutes. Chairman Lev: "Do you recommend that as the length of time that should be devoted to an examination of that kind? Db. Clark: As an examination for hiring. Mr. Percy: That Is not what I mean. I mean a complete examination. Db. Clark: It takes Thirty minutes. Mr. Percy: I was talking about the periodic examination. Dr. Clark: That takes thirty minutes. T. D. Little (General Electric Co., Erie, Pa.): I don't see how you can make periodic examinations in less than thirty minutes that are going to amount to anything. In the case of 3,000 men, it is going to take 333 days, practically a year. That is going to cost $3,500 If a man. doesn't do anything else. There is one way of looking at the cost. Of course, with the efficiency you get from periodical examination, I believe the $3,500 is well spent, but I do not believe you can make periodical examination that amounts to .anything, in less than thirty minutes. Chairman Ley: It might interest you to know our schedule. Our doctors work eight or nine hours a day and if they do eight or nine cases a day, that is the limit. I think it is too important. I think you have to be regulated by the amount of money you can afford to spend. I feel when It comes to the executives, you can afford to spend any where up to $100. As far as the talk for this morning goes, in regard to the mutual benefit society, I think you ought to limit it to the cheap est service; then if you decide later on that you can add to it, you can do so. ~ H. Johnson (The Hoover Co., North Canton, O.): I would like to ask if they use the safne examination for both purposes, whether the physi cal examination at the time of employment and the physical examination for the relief association is the same? Record of The Individual Dr. Clark: The examination is not the same. We use all the informa tion we have on the individual, not only the first examination, but all the cases of sickness he has had while he has been in the organization. Then we make another examination on top of that with that added information before he is taken into the mutual benefit association- So we can more actually gauge the risk. Mr. Johnson: Is that made by the company physician? Dr. Clark: Yes. Mr. Johnson: I have another question on how far you should go on medical service. If afi employee comes to the company physician for some ailment that is going to take him from work, is he privileged to get that service from the company physician free and get his medicine with it? -- Da. Clark : Yes, There is one point which is very seldom brought out, and which I think is a real point. Every time a man is out sick, whether he is a member of the mutual benefit association or not (we will say he is a member of the mutual) he has to report to the hospital before he goes to work, and have an examination, particularly in regard to any injuries he may have suffered as a result of that sickness. Periodic examinations are not so necessary. . I don't say they are unnecessary, but they are not so necessary, because I find from expe rience in going through our executives, where we do make a periodic examination at least once a year, and in some cases more frequently,there are practically no changes except where the individual has had a sickness between the examinations; that is, the average man doesn't wear out very quickly, and In a year you can see very little difference, probably none at all. When you. do find the difference, there is almost always the history of some condition which has led up to it, some sickness which has led up to it, or some injnry which has led up to it. Dr. O. P. Geier (Cincinnati Milling Machine Co., Cincinnati, O.) : I cannot help but feel entirely from the standpoint of the output of each individual that it is a good investment for the plant to look over men, with the exception such as I already noted, where full knowledge is had and specific attention is being given to the weakest member in that group who is failing physically in his work. The knowledge that the industrial physician has of oncoming tuber culosis cases, through his close association with the working force, where the only incldentr or only symptom may be purely some irritation, is a red flag to get ready to look for beginning tuberculosis. That is far ahead of what the outside physician ever sees about tuberculosis. We used to have nomenclature in the literature called "Pretuberculosis," early tuberculosis. If the outside physician sees early tuberculosis, the industrial physician ought to see it earlier. After all, you can't separate the plant interests from the mutual bene fit interests. They are interwoven. One other point I think Dr. Clark has well brought out is the matter of diagnosis which should he of tre mendous concern by the plant physician to see that the proper diagnosis is made by either himself or with supplemental assistance on the out side. I think the mutual benefit ought to pay for the consultation work so as to bring the man back as early as. possible. I think the other thing which is quite Important is good relations between the mutual benefit -association and the plant physician is the use of more Intelligent surgeons and physicians of the community by the group. I think that is the largest service that the industrial plant medical department and mutual benefit really can do. One physician cannot serve 5,000 men or 1,000 men in all their problems. You can get through the group the confidence of the medical director of that department, so that when a man needs surgery or consultation or needs E. B. A. Section 451 advice about his wife or children as to what doctors to use in the com munlty, then the real service begins, both from the standpoint of th mutual benefit and the plant organization. Professional Etiquette The industrial medicine is never going to succeed unless the industria physician has enough courage to meet the professional etiquette problem not only met it, but to criticize the lame duck profession that is givln{ service to the men, and whose knowledge comes through the mutua benefit society, which should include diagnosis, prognosis, the question o whether his attending physician wants consultation. X-ray, or whatnot Those weekly reports sent out from the mutual benefit should be fillet In by the physician or the man getting the benefits. When you continue to insist on the community at large giving th facts, and the facts are reviewed weekly by the plant physician, th plant physician may know the type of physician by the informatioj given on the weekly blank. That is the first spur the medical professio: has been able to use to prod one man in practice against another on and do it legitimately. Mb. Percy: I would like to know if periodic examinations are nc good for some people. If they cost $2 apiece, that would be $40 or' $3 a day for two doctors. They would examine sixteen men. They ea perform two examinations an hour. If- they are worth anything, aren they worth $2 apiece to the E. M. B. A. If the E. M. B. A. can affor to pay $2 apiece, can't the company, because of its interest and th ability of continuous employment and efficient employment, afford t give the men the time to go and get the examination? Is it economics to have them examined? Dr. Clabk: We are getting that into form a good deal of the tim< I have been employing this gang since 1911, and we do a good de more in the way of periodic examinations than would appear from wha I said, because of the large number of men going out sick and comin back and being checked up by the hospital before they go back to worl I feel from my experience that that is doing the work In a pretty sati: factory way, and I am not yet prepared to feel that it Is economicall necessary or, perhaps, economically sound to review your entire worl ing force every year. My experience with men who have been out an retired is that In two of the three years, again and again, almost ever case, there was no change in the examination. We will take a man wli returns to work after three years. We make a complete physical exan ination and compare every examination with the old record. It is ver seldom we find any change, unless the man has had some injury c some serious sickness. I do think there is something to be said about making periodic exan lnations every year of men forty years and over, because I think thei is the time when you begin to climb and tbe signs of breaking u begin. The first symptoms come along that time. That is now und< -154 jj'UTiriecnin ftajviy <uvnyrvss consideration. We are making partial examinations of men forty years and over at the present time, particularly examination of the urine, blood capsule and things, oE that kind. As far as the complete examina tion goes, I don't believe^ I am quite convinced of it. Mr. Percy: What per cent of the men who take the periodic examina tion are found to be in perfect health? Die. Ci-ark": Almost all of them. Chaikaxax Lev: You might be interested in knowing of my own organ ization. We used to have it optional. After one of the fellows died and it cost them $:>.G00, they insisted that every man in the organization be examined every year, or else get out of their organization. I think that is where the problem has to be solved, among the men themselves. "When the men come to the conclusion they can't afford to have a man around the plant who isn't, examined every year, I think the company can well afford to pay its share to have the men examined. That is why I think it is so important that the employees themselves pay for the sickness when they are out. It is brought right home to them as to what sickness means to" them. Limit on Examinations Are there any other questions? Mr. Striver: What limit do you set on the examinations? That is, how low down to the rank and file do you go in the examination? Dr. Clark: You are talking about periodic examination? Mr. Striver: Yes. ' Dr. Clark: We stop at foremen. Mr. Striver: Isn't a man down In the. ditch as important as the fore men or executive? : Dr. Cubic: Not from our point of view. We take care of them right straight along. They get treatment for all sickness, and they are getting re-examinations whenever indicated. If they have any definite trouble such .as heart, lung, hernia, strained back or anything of that kind, they are being examined more often than anybody. We don't consider a perfectly healthy man, going along without sickness or accident, as needing any examination. The reason I stressed the foreman is simply because he is the old man. He has gotten along in years. ADJOURNMENT mmmm* ummi Ice and Refrigeration Section September 30, 1025 W. G. STUCK, Chairman Superintendent, Distribution and Sales, Lexington Ice Company, Inc., Lexington, Ky. W. H. TOWNE, Vice-Chairman Manager, Gifford-Wood Company, Chicago, lii. BRUCE DODSON, Secretary Manager, Casualty Reciprocal Exchange, Kansas City, Mo. HR ICE and Refrigeration Section, National Safety Council, con Xvened on Wednesday morning, September 30, 1925, at 10:15 o'clock, at the Statler Hotel, Cleveland, Ohio, W. H. Towne, Manager, GiffordWood Company, Chicago; 111., vice-chairman of the section, presiding. VxcE-CiiA-iKiL\x Towxk ; We had a letter from Mr. Stuck saying that he could not be with us in this session, and asking me to take his place as chairman. The next subject is a paper by myself, so I will ask Mr. Walker to take the chair while I read it. Mr. Walker took the chair. HAZARDS OF ICE MANUFACTURING EQUIPMENT Willis H. Towne, Chicago Manager, Gifford-Wood Co., Hudson, N. Y. Everyone realizes the dangers of bad lighting, poorly insulated wiring, wet floors, slippery stairs, lack of hand rails, and unprotected gears, belts and saws, but how many, after the first precautionary work has been done and the enthusiasm has worn off, systematically investigate whether the safeguards are still in working order, and that safety instructions are being obeyed. It might prove worthwhile to make an investigation now, and it is very likely that the conditions found in the plant, either good or bad, will be directly in line with the interest or lack of it shown by the management. The big hazards are kb self-evident and important that the lesser ones are liable to be forgotten, so the consideration of a few of them should prove beneficial, not only from the humane angle but in many cases from the standpoint of improved morale, efficiency, and actual saving of money. 455 456 Fourteenth Safety Congress Equip your men working in ice storages with creepers. It will not only save accidents, but two men will easily do the work of three. One com pany reports that by doing this they, for the first time in several years, went through a full season without a serious accident. Furnish your men with the best tongs that can be made, and insist that the points be kept in perfect condition. It will prevent crushed legs and feet, and possibly loss of life. insist That Scales Be Properly Used Use overweight scales and insist that they be properly used. Many drivers catch the ice in the wagon with the tongs, insert the scale hook in the tong handles, and then pull the ice from the wagon and let it drop with a shock on the scale. This not only does damage to the scale and tong, but in case either breaks, the chances are good for a broken leg or crushed foot. -- Ice picks are dangerous, and the use of sheaths should be insisted upon. Be sure the picks are of the best workmanship and quality obtainable. Re cently a loose handle came off unnoticed, the blade remaining in the Ice, and with the next stroke the blunt handle passed through the hand, with blood-poisoning as a result. Furnish your drivers with rubber pocket aprons. It not only Icaeps them dry and well physically, but it helps to stop the criticism of many people that house delivery is sloppy and undesirable. Do not allow drivers _to shoulder too large blocks of ice and carry tfetoi by way of steep stairs or ladders to butcher boxes. It takes only a slip to unbalance the load, as recently happened, costing the life m man. It is better, even if slower, to fit out your wagons with retri^ecaaor block and falls. Provide Ice choppers for your daily storage rooms. The floors get a coating of ice and it should be removed not only for safety bat for effi ciency. The same tool can be used on your sidewalks in Winter, also to remove thick scums ot oil and dirt that may have accumulated in the plant on floors or stairs. Do not let your men use ice elevators or lowering machines to carry passengers. They are not intended or designed for that purpose, and orders to that effect should be issued. You are and can be held re sponsible by the Authorities if such negligence is permitted. Provide knife switches enclosed in. locked steel cabinets for all ele vators and conveyors, thus, making sure that no electric current can reach the driving motor except as desired by those in charge. Failure to take such precautionsJh a recent elevator case caused the' burning out of a motor, it being found that unauthorized employees who had been operating the machine at night had failed to leave the contact fingers in the control box in neutral position. In this case the cost luckily was figured In dollars and cents, hut considering it as a hazard, the cost would have been hard to figure had one of these men, due to ignorance, been caught in the machinery. Ice and Refrigeration Section 457 A word of caution to the natural ice harvester may not be out of place, in case it is being planned to buy or even make a gasoline driven field saw. Be sure that the finished machine is1 fully equipped with saw and chain guards, for already too many lives and limbs have been lost. There are two points of view from which this subject of safety in the ice industry may be considered,--the humanitarian and the financial,--the first, of course, being the most important. Still it is not unpleasant tc know that the two go hand in band, and that by doing the right thing by your employees, you will profit financially as well. DISCUSSION Mb. Waikeb: The only criticism I have to offer on your paper is that It was all too short. R. C. Sm-rrox (Engineer, Travelers Insurance Company, Hartford Conn.) : I would like to ask the speaker how he and his company over come slipping and sliding. Ms. Towxe: That's a hard question to answer for several reasons When you speak of manufacturing, you speak of manufacturing ic> which is one matter to consider; handling of manufactured ice is an other. Now everybody else probably would look to where the ice lef the dump, in the engine room; in the tank room, and things of tha kind, and I think most companies, when they have had a serious acci dent, do equip their men on the tanks more or less with rubber boot or rubbers. They have also protected their men from straight current and executions in the^last few years. You must take the necessary pr caution against wet floors and dirty floors, and things of that kind; an when it comes that you can't use creepers on the wooden tank and yo can't use them on the steel stairways and things of that kind, the separate those things from your list that people object to. Then cree] ers are the proper thing to use. Some negroes down South use burlap, cloth, etc. That is dirty an unsanitary. Rubber slip creepers are the things to use. Naturally it be an icing station where the looks of the cake'of ice is all impcrtan the creeper fits in wonderfully well. I remember going to a plant in a small town in Mexico where a litt` Mexican in the big storage room was handling cake3 of ice weighir four hundred pounds. When you realize what a cake of ice weighir four hundred pounds means to a little man, you will realize what w? happening. He couldn't do anything with three or four hundred poum and get it in shape. But the minute he puts creepers on, why one m3 was doing the work of two without any question. But, asking me tl question that you did, I frankly say I can't tell yon, except that it perhaps to clean up their plant and keep the tank floor clean and di as possible: not slippery. Rubbers would be sufficient in ordinary co ditions. Me. Stbatton: Perhaps my question was confusing. Perhaps it h 458 Fourteenth Safety Congress been found that the regular layers of crepe rubber have so many vac uums that occur often. The crepe rubber soles are the best I have ever heard of or seen for that purpose, provided the crepe will stand up under such usage. Harry C. Hayes (Chief Engineer and Plants Manager, General Neces sities Corporation, Detroit, Mich.): As Mr. Towne said, the accidents in an ice plant are the result of things that come about through failure to take the ordinary precautions on things that come about, that par ticular safety device could guard against. As he read I jotted down one or two things in regard to slipping, etc. I thought I Tnight mention that, but we have never had such an accident in our plant that I am aware of at the present time, but we do make it a point to keep the tank tops clean, and also to make better ice to put in a so-called sweat pan, which is a large iron pan about two inches deep set on the tank to set the tanks of ice in while tem pering which serves the purpose to keep calcium or salt from running down the outside and also aids in keeping the tank top clean and dry. When a tank top is clean and dry, there will be no trouble whatever of slipping and possible injury. Another thing--have a guard rail around the ground wire. We in spect that ground wire every year. A tank man walking on a tank top or at the dump may probably strike a wet spot and while there are non-conductor lines coming down from the crane power, the man seizing the hand line and holds to it is disregarding the ordinary precautions and unless grounded thoroughly, there is a chance of electrical injuryI have known of such cases. Another thing to be emphasized in any Ice plant is to have certain signs that you can hang on switches, or on pattern hoards of levers, valves, etc. For instance: A tank man cuts out a crane, or some one cuts it out, intending to do some work on it. The crane wires are not insulated for the trolley to travel on. Some one else comes along and puts the switch In, and the man working on it is injured as a result. Another injury which can easily be obtained in an ice plant is from a tank where the lids are not properly fitted and the covers tip. The tank top cover looks perfectly safe, but any one stepping on the corner tips it and loses his balance and may be injured. The tank top is slippery in the winter time. When the tank is being overhauled, it is customary to take off the cover which leaves very little footing to hold to along the sides. I have known of injuries to men coming from such a thing. It is always 'the best policy, and we try to do it In our places, to lay a board down immediately when tank covers are removed, or lay a row of coversHand direct the men to walk along across the top of these instead of jumping from one to another like a lot of monkeys. Injury can be avoided with a little care and greater attention to the fan belt--the fan belt that lifts the ice from the tank. These are inex pensive and should be watched, and -when found worn somewhat from use, should be replaced. A man might climb into it and it is barely a -s.fiafetas,;;. atam Ice and Refrigeration Section 45 possible with a slight jar it will unhook and will drop the ice, probabl on the man's feet, or some other injury. In our plants we try to have a very close inspection, possibly ever few days. The' engineers inspect these and the stock on hand, so the if one shows any evidence of wear whatever, we reorder a new one pi in. The old one can be repaired. We repair them in our own plan or in the machine shop. Mr. Towne brought up the importance of warning employees ridin on ice elevators. These are not meant for passengers and are not pro; erly equipped with safeties as passenger elevators are equipped, an men should be warned of the danger in riding on them, and on' by frequent warning and posting of signs will that point be brougl home. Many other little things which come about in the plants may l avoided by the thing I first spoke of, cleanliness. The stairways c become very slippery. Of course, hand-rails should be present, bi every warning of cleanliness possibly will do more to keep away froi accidents of this kind than anyone thing that I know of. O. F. Wilkisso.v (City Ice & Fuel Company, Cleveland, Ohio): It tt proper safeguards around the dip tank are in the way, protect the co; veyor so that it can be used and no one will get into it and be injure In speaking about your stairs, where you say there may be some o or water, just a little tool costing 40e or 50c furnished recently for tt automobile trade can be used to good advantage. Thick oil, scum an dirt on the concrete and wooden floors, you can only get rid of t scraping it off. A tool of that kind around a plant will pay for itse a thousand ,,times in a short time. It can be used to clean off any kin of material from the stairways, sidewalks, and in the workrooms. Joel E. Dobbs (Claim and Compensation Adjuster, General Necessity Corporation, Detroit, Mich.) : In regard to Mr. Hayes' remark to me putting on the switch of an electrical machine being operated by ai other man, I would suggest all electric switches operating any kind < a machine being padlocked, because there is only a small cost connects with it. Mr. Walker: Mr. Hayes in his remarks did not state whether < not it was a so-called safety switch. Mr. Haves: All switches in our plant have a voltage of 400 volts i safety switch boxes. Mr. Dobbs: But there is nothing, to prevent some other tank man, f engineer, from putting in a switch if he is inclined to be careless, an does not take due precautions to find out the reason for it being ou It is possible the switch being out a few minutes, a tank man gets u on the crane to do some work on it and another man who has instru tions to do some work on the crane, immediately lifts off the warnin sign. !' Mb. Hayes: We have signs printed, black on red, reading "Do N< Put in This Switch." Anyone seeing such" a sign will not put in tb 460 Fourteenth Safety Congress switch without first learning' the reason that it is out. We hang these on valves, etc. We have never had a near accident since using these signs except in one case I remember, where a man removed one of these signs without learning the reason for it being there. He never coaid give any reason why he did it except' absentmindedness. Nothing serious happened. Padlocking I don't believe a practical thing in a plant. I would practice where possible the use of signs. These cards serve the purpose and are easily put on and warn the man. I think this will ab solutely do away with any accidents. ' Ms. Walker: Padlocking, I think, is a good thing myself. The pad lock does away with ail..danger. Mr. Hayes : That is true where there is a safety box. It seems to me any one going to make a safeguard would apply a padlock of which he had a key and no one could possibly start your crane, or start the. current, so that would be a safety. Mr. Walter: Any more questions? I think Mr. Towne touched, a wide field for discussion, not only a field in the International Harvest ing Company, but for allTof us. We might mention some of the hazards connected with the scoring machine. We have had them. Others have had them. This is a good opportunity to bring out that subject. There are lots of hazards which have not been touched yet. Mr. Hayes: I don't like to monopolize the floor, but in regard to the scoring machine, I mightTmention a point or so. In most scoring machines, the manufacturers have taken reasonably good precautions in safe-guarding the machinery. However, men who do not thoroughly understand the hazards have taken off certain things like side plates, etc. When this is done, great hazards present them selves. ;~ Another thing which should be done by the manufacturer, or If it is not done, when the man using the machine should take the precaution. Where a saw sometimes^4s installed, if the saw were to break and a piece flying out tangenFfrom the saw, that piece flying would be a hazard. It is not practical to put a safeguard over the saw because the ice has to pass through, but one may be placed with a hinge or plate that would hang where the block of ice goes through, which would raise it up, and the saw while going through the ice provides its own safety. Immediately the ice block is passed the shield drops down by gravity and there no danger there. Another place on a type of machine I have in mind is where a workman may approach the machine and It is not possible to place the hinge guards such as I discussed. The flat piece of saw would take and make an easily traced fence or obstruction on the outside. We have done this in some cases, so absolutely there is no danger from that source. The principle is of warning the men against removing any of the safe guards placed there unless removed for work on them. Then the switch should be padlocked. That is when a padlock will serve a very good Ice and Refrigeration Section 461 purpose, and should only be removed when the man comes out from under the saw and all safety devices replaced in working order. Mb. Towns z I have some pictures along this line. When you speak of guards for scoring machines; my Company is manufacturing a scoring machine, and here are a couple of pictures which show the scoring machine entirely enclosed in wire netting. I don't know what happened when sawing the ice or anything.. Pass them around. One point perhaps you caught and perhaps you didn't about those who use automatic elevators for ice. I made the statement about those who use elevators at night with no authority from the management as pas senger elevators to help them get up to the second floor rather than walk up the stairs. The hoisting machinery was not where it could be seen-- the operating handles were on each floor. Therefore, when they got through using it, they released the neutral point of contact fingers in the control box and they turned the contact partially, not enough to burn the contact fingers, but just enough to burn out a motor if run all night. If they had had a knife switch and that were thrown out when the operating of the elevator discontinued, they would have saved the motor at any rate and they could start the equipment or machinery from a distance. The millwright or any man might have been caught because he had no way of telling just when they were' going to start the machine. This should be provided for. Mb. Walker: Anything else, gentlemen? Then If there is nothing more, I will give the Chair back to Mr. Towne. Vice Chairman Towne resumed the chair. SAFETY PROBLEMS IN ICE DELIVERY Harvey T. Brock, General Attorney, Casualty Reciprocal Exchange, -- Kansas City, Mo. The subject I am about to discuss with you gentlemen who are engaged in the business of ice delivery and refrigeration is indeed a very serious problem: from the standpoint of safety. You gentlemen who are attending this congress do not need to have problems of youi Industry brought to your attention as forcibly as do the many who are engaged in the business of ice delivery who are not attending this congress, either because they are too busy or because they think the questions of discussion are not of sufficient importance to justify them to make the trip. I will naturally have to call to your attention proh lems with which you have to deal that are already matters of commor knowledge among you, but in order to obtain the maximum results ir eliminating accidents,^ I must necessarily have to dwell on the subject! that have the maximum influence in relation to accidents. In taking these problems step by step, I think the first and mos' important of our problems in the ice delivery is the proper selection o drivers and chauffeurs. "When I speak of the proper .selection, I intern to convey that we must have men who are physically and mentally 46.3 Fourteenth Safety Congress \ equipped to do the work that is required of them. The driver or chauffeur must possess first of all good eyesight and good hearing. If a man who is handling ice cannot see clearly, he will be unable to avoid dangers that confront him, not only in driving his team or truck, but while he is alighting from the wagon with the Ice on his back, and walking across the street or up a stairway to place It in the container or ice box furnished by his patrons. If his sense of hearing is de fective, he will not be able to hear the sound of an approaching auto mobile or the cry of a child who may be near the vehicle. While the eyes and ears are very important factors to take into consideration, we must not pass by lightly the necessity of an ice man being in proper physical condition. Her should be free from any chronic disorder or disease such as a weakness in the inguinal region that is likely to cause a hernia to develop: he should be free from any foci of infection so that in case he is injured, the wound will heal quickly- Of. course, the most common foci of infection are diseased tonsils or teeth. His blood should be free from the raging disease of syphilis. His kidneys and digestive organs should be in the best condition. In other words, the employee should be as nearly physically perfect as is possible. I will admit that it Is impossible to find men who are practically perfect physically, but it is not impossible to find men who are free from the conditions that I have ^mentioned. It seems to me, therefore, that it would be extremely practical and has been proved to be practical in many cases that have been brought to my attention, to have a physical examination made of a prospective employee before he Is considered as eligible for employment. I realize that this would take a few minutes' time or possibly a half day at the very most, but it would be better to spend from $1 to $3 for a complete medical examination of the prospective employee and be sure that he is free from any of the con ditions I have just referred to than to hire him without the examination and put him to work only to have him work for a few days and have him report to you that he has injured himself as a result of a hernia or that he has damaged the property of someone else due to the fact that he could not see the other fellow or that a truck ran into his vehicle because he did nbt hear the sound of the horn. The cost of a hernia for compensation and- medical expense averages around $300. You can see how money spent in one case like this will pay for the examination of at least 100 employees. In addition to making sure that the prospect for employment is physically fit for the work you intend him to do, he should at least have enough education to be able to read and write. He Should have a sufficient amount of intelligence to understand whatever instructions that are necessarily given him by his superior. If we have this class of employees delivering ice we have made great strides toward diminishing the number of accidents. Feels Employees Are to Blame for Most Accidents Let us next consider what is commonly termed "public accidents" or accidents causing damage to persons or property of others. I believe Ice and Refrigeration Section 468 tbe most common kind the ice-man has is the running: of his vehicle into an automobile that is parked or other stationary objects, thereby doing: damage, usually slight, to the property of others. I cannot help but fefel that the reason for this sort of an accident is due solely to the carelessness of the employee. The driver is either not watching where he is going; he has stopped his wagon too close to a standing vehicle and the horse gets restless because of the flies or heat and moves up into the standing vehicle; or the driver parks his truck or wagon too close to the standing vehicle and when he is ready to start after making his delivery he necessarily bumps the vehicle that is standing in front or behind his wagon before he proceeds on his way. Sometimes, however, such damage resulting to the property of others is caused by defective equipment. Brakes on the trucks are defective and permit the truck to roll down grade into a standing vehicle in front of it; the brakes on the wagon do not hold and the horse can easily move forward; the harness on the horse may be old and break just at the wrong time. All of these defects can be eliminated by a proper inspection and checking either by the garage foreman before the trucks leave the garage or by the stable foreman before the teams and wagons leave the barn. The only way I can see to eliminate the danger oi horses walking Into standing vehicles or running away is by the use oi weights. I have oftentimes heard, and possibly you gentlemen wii: agree with the usual ice-man, to the effect that it is not practical tt use weights while delivering ice. You say, "we have to deliver the ic< promptly; we have a rush season and must see that the patrons ar< taken eare of with the least possible delay; the horses are trained t< make their routes without the help of the driver, and this neeessaril; saves a great deal of time." On the other hand, where the use of weight have been put into effect, as is found by actual experience, the loss c time is not so great as to justify the elimination of the use of weight! When the driver of the ice wagon who is at the rear of the wagon take out the piece of ice he is about to deliver, he can automatically drop tb weight at the side of the wagon and when he returns to the wagon can automatically pick up the weight and throw it into the back of tb wagon until the next stop. Another thing which causes so many accidents in the handling * teams in the delivery of ice is the practice of a great many drivers 1 permit the- horse to wind back and forth across the street so as 1 enable the ice-man to make the deliveries on both sides of the strewith the least possible inconvenience. While the wagon is proceeding c the left side of the street contrary to the traffic laws, the violator subject to a fine to say nothing of the likelihood of a vehicle comii from an opposite direction on the right hand side of the street ai collides with the wagon. It is found to be practical for the ice-man proceed on one side: of the street, make the deliveries on that side the street, proceed to the corner of intersection and return on t! opposite side of the street to make his delivery there rather than ma 4t>4: Fourteenth Safety Congress deliveries on botin sides o the street when the vehicle is proceedingin one direction. This may not be practical in the residential districts, bnt it is practical in the more thickly. congested and traffic district, because there is not only danger of an accident with the wagon, bnt there is danger of the ice-man himself while he is walking across the street of being run over by a passing vehicle. Let us consider at this time other accidents which are usually of a minor nature caused by the carelessness of an employee. The most common I believe is caused from the failure of an employee to have his tongs sharp, thereby permitting the ice to slip and fall and damage the glass doors or similar objects owned by a third person. Very often when the ice-man does not have his tongs thoroughly Indented in a piece of ice, it is likely to slip just as he is ready to place it in the refrigerator, and it breaks the plate glass in the refrigerator or some other objects that are in the container. We have had numerous accidents reported where the icefman is carrying ice carelessly along and as he is passing through a door permits the ice to slam against the plate glass door, thereby crashing It. The ice-man should, therefore, make sure that his tongs are as sharp as possible and that they are thoroughly fastened in the ice before he attempts to carry it. . Improper Equipment Causes Many Accidents Let us consider further the feature I touched on a moment ago, that is, improper equipment. Other than the ice tongs and ice picks, the ice-man does not have anything that would be termed personal equip ment. Let us consider the wagon and harness for a moment. The harness should be inspected to make sure that it is strong and firm in every respect. That there are no half-wornout places. See that the hooks on the singletrees are not partially worn into; that the strings on the harness are strong enough to withstand the strain that is placed upon them; that the reins are in good shape and not likely to break when they are put to the test in case the teams should try to take advantage of the driver. The bolt that holds the single-tree or doubletree on the shaft or tongue should be inspected to see that it is not worn so as to be in danger of breaking at a crucial moment. There should be something like a two-by-four in the back of the wagon to keep ice from slipping out. I believe that an end-gate should be in the back of the wagon with chain attached so as to pull It up and be up at all times when the ice^man is not taking ice from the wagon. This would eliminate to a certain extent the possibility of children getting ice out of the back of the wagon. The back step on the wagon should be equipped so as to prevent the employee's foot from slipping when he is alighting or while he is working at the back of the wagon. Now that we have discussed the problems which cause accidents to the persons and property of others, over which we have a certain amount of control, let us consider a question which is a little more difficult with which to deal. That is the carelessness of our patrons. I believe. Ice and Refrigeration Section 465 however, that even in this instance, if our patrons are properly ap*proached, they will be glad to cooperate with us, doing everything that is possible to -eliminate the likelihood of accidents due to their careless ness. ~ In a great many instances a watch dog is kept in the home. Of course the watch dogjs kept for the purpose of keeping tramps or Intruders away and supposedly for the protection of the property and such persons. The ice-man, however, should have little difficulty in convincing the owner of the dog that he is not an intruder, and the dog should be kept In such a place so as to not bother him when he Is making his delivery. The patron who has control over walks over which the ice-man has to travel should keep them free from any object which does not belong there, such as the children's coaster-wagons, roller skates, loose _ boards, etc. I believe that if the ice-man would call these things to the attention of the owner of the property or the house wife, that he or she would .take delight in seeing that the ways are kept free from such objects so as to eliminate the possibility of the ice-man tripping over one of these objects while he is carrying ice to be placed in the housewife's ice box. Oftentimes the ice box is on the back porch and the screen doors are not free from protruding nails, torn screens or splinters. The ice-man coming into contact with any of these protruding objects is likely to he scratched, which may result in an infection and thereby causing a serious injury. A. great many ice boxes have openings at the top. These doors fall down easily unless there is something to hold them up. The housewife will be glad to fix a button on the lid to hold it up to prevent danger of falling while the ice-man is placing the ice in the box. Many times you are compelled to ^deliver ice up two or three flights of stairs. These stairs may be rickety and great danger of falling or slipping is the result. While you may find some patrons who will take excep tions to assisting you in making premises safe for the ice-men, I believe that you will find that the majority of people will he glad to cooperate with you when they understand the reason for your request for their cooperation. There are a great many ways in which the housewife can assist the ice-man in preventing accidents about her premises. Drivers Always Accuse "The Other Fellow" We have considered the feature of the carelessness of our patrons. Let us now step to the next problem which all drivers of vehicles, either motor driven or horsepower, have. The motor traffic of the city streets of this day and age is, of course, not only our serious problem, but it is the most difficult problem for the traffic organization of the different cities- You have no doubt had many of your men report accidents, and in the majority of cases they state that the other fellow was to blame. The other fellow was violating traffic rules, either speeding or not giving your driver the right-of-way when he was justly entitled to it at the intersection; the other fellow cut the corner and ran into your driver and various other complaints of that nature. We are going to 466 Fourteenth Safety Congress admit for the purpose of argument that the other fellow is nearly always to blame. Nine cases out of ten, however, I have found by past experience when we proceed to investigate the case and obtain the other fellow's statement, that he invariably says that the driver of the ice wagon or truck was to blame for the accident. Therefore, the only way in which we are going to be able to prevent accidents is to see that we ourselves are careful at all times. We have little or no control over the way the other fellow drives. The driver should keep his vehicle under control at all times so that if the other fellow does violate traffic rules he can use the precaution necessary to take ad vantage of the situation as it arises and thus prevent the accident. The fact that the other fellow was negligent does not excuse us for being negligent, as it is almost certain that if both parties are careless an accident is almost inevitable. Too many truck drivers assume the attitude that they will take the righti-of-way because no pleasure type car, if it runs into them, can hurt their truck materially and the pleasure type car will be damaged more than the ttruek. In addition to this fact, the driver of the truck is thinking only of delivering the products he has on his wagon, and he thinks very little of the traffic that is moving to and fro all around him. Very often I have had an accident reported to me in which the truck driver was entirely to blame, and nonchalantly or boastfully says: "That's all right, the insurance company will take care of it." I am afraid that too often that is the mental attitude of men who are driving other people's trucks or teams- They assume the attitude that they have nothing to lose in case of an accident; they assume that an employer has nothing to lose in case of an accident because be is insured, without stopping to think that the employer and he indirectly are suffering as a resalt of it because the rate of insurance is based on the number of accidents the employer reports to the insurance carrier. Through safety meetings and safety work I am thankful to say that this mental attitude is rapidly leaving the minds of truck drivers of today. We must, of course, be continually reminding them of these facts in order to secure the desired results. What Accidents Causing injury to Employees Cost I have discussed as briefly as possible the subject of accidents wherein causing damage to persons or property of others, and now I want tc take up the subject that is so vitally important to the Ice-dealer, and that is accidents that cause injury to the employees. Accidents that cause injury to employees not only cause loss of money hy way ol paying compensation to the injured while he is not working, but alsc disrupts the organization at the very time the employees are mosi needed, so the loss in case of accident where an employee is injured is two-fold. If we have no one in our employ other than men who ar physically and mentally fit, as I pointed out in the beginning of this discussion, and in spite of this fact accidents do occur, and the mer Ice and Refrigeration Section 467 are injured, those men are going: to be able to throw off the effects of the injury much quicker than men who are not physically fit, and for this reason cost of medical attention and compensation will be less and the men will not be required to stay away from their work for an extended period, thereby minimizing the length of time that the organization is disrupted on account of the injury to a very valuable employee. The employee should have proper instructions in regard to the han dling of ice tongs. He should be instructed not to use ice tongs when they are not in the very best condition, having sharp points and being properly adjusted. He should be told how to carry his tongs and instructed not to carry the tongs oyer his shoulder, but rather carry them in his hand with the points of the tongs overlapping. He should be instructed in regard to the ice picks and the use of the ice shield. The ice pick should never be carried in the hand, when not in use. It should be kept in a shield at all times when it is not being used by the employee. The ice pick should, of course, be sharp at all times so as to produce the desired results. The employee should be instructed in regard to how to carry ice with the least likelihood of an accident. He should be impressed with the necessity of watching at all times where he is going, where he places his feet so as to eliminate the like lihood of slipping and tripping. I realize the fact that an ice-man's shoes are at most times wet, there is more likelihood of his slipping than a man engaged in the ordinary kind of labor. Therefore, it behooves the ice-man to be careful at all times and to watch his step. Very often improper equipment is the cause of the employee becoming injured. The man should have properly equipped shoes, so in case he drops a cake of ice on his toes, the shoe will protect his foot. The wagon should be equipped with a proper step so that employee can climb on and off the wagon with the least likelihood of slipping or falling while so doing. A Plan Designed to Reduce Accidents The question now arises in our minds as to how we are going to cope with the situation, and how are we going to impress upon our employees the necessity for the prevention of accidents. I am going to submit a plan which Has been put into effect by a number of our assured, and wonderful results have been accomplished as a result of putting the plan into effect: The driver on the first of the month rates 100 points and continues with this rating as thn month progresses unless he falls down on some one of the points enumerated. Any type of accident ..........--.......................................................... 1 to 40 Care of trucks, such as inspectors' reports, general care, ^greasing cars, etc......................................10 to 20 Personal appearance -------------------------------------------------------------1 to 10 Complaint of customer, e. g., wrong delivery. 46S Fourteenth Safety Congress discourtesy, etc. --1 to 10 Engine running wiiile driver off seat or carry ing passengers 1 to 10 Failing to make sayings on gasoline as com pared to previous records1 to 10 In the event of an accident, conditions are taken into consideration and the driver is not informed until the end of the month as to the deductions. In this manner we feel that he does not lose heart, so to speak, for the balance of the month. The care of the trade ladaiiu cleanliness of the truck, such as washing and keeping the maser dess. The conditions of the tires embraces whether they show riding ti rails, banging up against curbing stones and under-inflatieu. We hare also inspectors who go from plant to plant looking over the creek*, and his report is taken into consideration. Regarding personal appearance, two suits of overalls are furnished to the driver, and he pays for one, giving him the benefit of the whole sale price for the one he buys. The employer also pays for the laun dering of the overalls. Naturally, lugging ice causes the overalls to become very dirty, but It has been demonstrated that the diloei car keep fairly clean. This also embraces shaving and the oooditior of his hat and shoes. The complaint of the customer item is made to cause the driver to realize the necessity of a welt-saxished trade as well as in being careful In not making wrong deliveries and at all being courteous to the trade. Failure to make a saving on merely means that the driver is not asking the mechanic t* dawn the carburetor or the engine has been left running, and when property cheeked a great saving is made in gasoline consumption. A. record is kept on all cars showing the number of miles per gallon f gasoline. The driver who at the end of the month has not been docked any point* received $3 bonus; obiT receiving ninety points gets -$2. and one receiving eighty points gets $1. Anyone receiving less eighty points for a period of months, naturally -is skidding on thin Ice and cannot reasonably expect to be carried through the winter months. It has been proved that the first thing to do is to thoroughly sell the idea to the branch manager, then have the branch manager call his drivers together and assist him to sell it to his drivers. The manager makes an award at the end of the month, all drivers are present, whether entitled to a bonus or not, and in this way they get up their sporting blood and very desirable competition results to the benefit of the company. One assured who put this system into effect states that during the first year there was a reduction of 25.5 per cent in automobile accidents, including broken soda fountain accessories, and resulted in having the best-looking trucks they ever put on the streets. The drivers often wash their trucks in the branches where car washers are not provided, and are particular to keep their wagons washed at all times; engines are kept free from oil and dirt on the outside, tires are kept in better Ice and Refrigeration Section . 469 condition and. owing to the greasing which the men. are doing. It is estimated by the supervisor of the motor vehicles that at the end or the busy season it was not necessary to buy more than 25 per cent as many new parts for overhauling trucks as they had at the end of the busy season of the year previous to putting this plan into effect. This system may not appeal to some of you gentlemen, but I believe if you will put some sort of a system into effect--some sort of competi tion--that wonderful results will be accomplished. If you do not feel like paying bonuses to the men who do good work, penalize the men who have the most accidents. DISCUSSION Mb. Doses: I would like to ask Mr. Brock what is their attitude and how they cope with situation when a team walks away and does damage to an automobile or person? Mb. Brock: ~We will, of course, investigate to find out the cause of the accident, whether the weights were heavy enough -to hold or not. Mb. Dobbs: `Will the Insurance Company entertain the claim? Mr. Brock: If the Ice Company has taken all due precaution against negligence and the claim is very small, sometimes we pay it, hut if a large amount, we fight on negligence. If the Ice Company has used every logical precaution to prevent the accident and is certain that the weights have been used, we hold the Ice Company was not to blame on account of negligence. ^But, as I said before, if it is a minor injury or damage done and we think it cheaper and better, we dispose of it by paying it. Some people think because you pay one claim you will pay another and the thing becomes prevalent and a habit, so the line must be drawn somewhere. -= Mr. Walker: I- would like to ask if anyone has anything better to suggest, other than applying the brakes and using weights? Mr. Dobbs: In my opinion the locking of the rear wheels is about the most effective thing, if. you only lock one, that doesn't prevent the horse walking off or running away, for that matter. If both rear wheels are locked to drag, with the weight on the back, this certainly would prevent the horses from walking away and I think retard a runaway. I think in my own mind a mechanical device could be made which would consist of two or three steel bars and a couple of standing arms with hooks on the ends--these hooks to open up in this fashion (he demonstrated with his hands) into the spoke of the wheel with a sort of lever. A man can operate the lever which spreads the two arms with hooks and stop the wheels. It would be real handy for him for one thing, and I believe the most effective. I was thinking of that in rela tion to the expense that usually results from a runaway. Mb. Straxxox: A concern I know of put in the use of application of sample delivery companies chain and hook from body of wagon to spoke 470 Fourteenth Safety Congress It is quite the thing for a man who starts to drive in the spring to have a. false sense of security because they haven't had an accident and become careless and do not take the ordinary precautions. Mr. Brock: wheels? Isn't it possible for you to brake sufficient to lock the Mr. Dobbs: Too big a chance. The subject of brakes could be sim plified very much If the construction of the wagon were considered. Mr. Brock: I believe the locking device is better than the weights, as the horse is more likely to go ahead and pull the load with his tugs and traces than he is with the heavy weights against his mouth and bit. Mr. Waijrkr: What is sufficient to anchor a horse is too heavy for a man to handle, too inconvenient to handle. Our Company abandoned weights entirely, for the reason that they were too heavy to lift off the wagon. The man has to go to the head of the horse and snap it on and when done, go and put the chain on the wheel, then he passes the wheel to get to the rear of the wagon to get at the ice. The hook and chain Is the plan we have adopted in our Company. Of course, you have the human element to contend with in any safety device. You have always that angle to think of. The Ice Company Is responsible to see that proper safeguards are furnished, and if the men don't use them, force the issue with them. F. C. Black (Safety Bureau, Duluth, Minnesota): A thought just occurred to me that a device could be used similar to the one constructed up there on another machine. Take, for Instance, setting this brake on your wheels could be applied with the board that the men stand on in the back. When they stand on this board, your brake releases. When they step off, it applies the brake. Then when you propose setting it again on the front of the wagon a lever could be made there that you could push ahead as a brake on an automobile- They put that kind on corn shredders, stop and start, and this same kind of a device might be used as a brake on youry wagon. If there Is opposition on that I would like to hear It. -- Mr. W.ujckk: You couldn't move a wagon to release your brake. How are you going to move a wagon around without a team? Mr. Black: Push brake would drop into it. Or course, the manu facturer could figure out a device so that the men in delivering the Ice would soon get the guard off your brake without having to get on the seat to do it. ^ Mr. Wilkixso-v: The matter of getting trucks will help street acci dents. T Mr. Black: You can-train horses, but you can't train trucks. Doing away with the wagon and getting the truck, thinking so much more can be accomplished, is something I can't see because you can depend on trained horses. The reason we are depending on the horse is to save time, because we don't have to take the time to drop the weight, lock the wheel, pull on the emergency brake to keep the truck from moving. Mr. Walker: He has to shift gears to start the truck, and the time it Ice and Refrigeration Section 4:71 takes to start his truck is longer than is necessary, to anchor a wagon. We have worked out the plan in our Company of dropping the chain at the wheel at every stop they make. Mr. Wilkinson: The Ice can't be delivered fast enough with horses. The fault lies with the management. Here's your problem. You have horses hitched to the wagon walking along, some drivers trot their horses, the manager is looking' constantly to v the number of pounds of ice delivered per day-some per hour. Now you can take the same driver and he will make better time by driving a truck. Less time is consumed in traveling. Mr. Waikes: The human factor enters here again. It depends on the man as to how much ice he will peddle. One man will peddle more than another because he works all the time and the other doesn't. Vice-Chaikmak Towxe : Mr. Wilkinson rather assumed that the truck was replacing the horse. Is that entirely correct. Mr. Wilkinson-: I don't care to debate that. Vice-Chairman- Towse: The -point I wish to bring out is that a rep resentative of the Union Ice Company at the San Francisco Convention seemed to think people had gone crazy on the subject of trucks taking the place of horses. THe was thinking of doing it himself, feeling he could secure better results and less expense, as you have to replace a large percentage of the horses every spring with new ones. Mr. Stratton: I would like to ask Mr. Brock to outline what educa tional means they use to teach new employees and the individual employee of these things. Perhaps you hold meetings and have these things dis cussed by the individual employee or ice-man. The spirit of the whole affair is valuable to ^everybody. However, dip tanks, could you nol eliminate them? I absolutely know of two concerns who have eliminated the tanks. After the sides become loose, the ice slides out. They havt found this speeded it up and got just as good results. Vice-Chairman Towse: I know of people who have used sprinklers foi a good many years oEl ice-dumps, and it seems tro be the general opinioi of most engineers nowadays, as far as I have found in recent years, tha the sprinkler is being done away with to a great extent. I will ask Mr Bishop over there to tell us what they are doing on the sprinkler system I assume that is what you refer to. A. C. Bishop (Refrigerator Engineering, Cleveland, Ohio) : We touche* on this in another convention and they maintained sprinkling hot wate on one portion of the can before on another causes it to expand and as result the cans leak. Regarding the hose proposition, I never tried it. question, however, whether it is speedy enough. Mr. Hayes: One thing, the hose freezes the ice quite rapidly. Wi the local application cause cracking of ice? A great many years ag< when I first started Jon this ice-pulling, I had a small plant and pulle it by hand. I had no power crane, but had a dip tank in which I le the ice down by hand and hoisted it up by hand, so I rigged up a hos 472 Fourteenth Safety Congress by band to save that labor. We were holding one can at a time those days, and by applying the hose carefully, the Ice froze very rapidly. In modern plants where the elevator does the lifting and having the exact production per man, and some plants do, for instance: I know where a man will pull forty or fifty tons of ice at one time, and if you take into consideration the number of times it is not possible to use the hose you would never get through the day. Dip tanks--I think them quite easy to use. We have one. We operate quite a number of plants and pull a great .deal of ice. Most of the men pull about three, six, eight, ten and twelve blocks of ice at a time. If the dip tank is built reasonably well in the first place I don't believe the ice dropping in on the tank deteriorates it much in a year. Mr. Wir.K3xsox: There seems to be some inattention on the part of the manufacturer as to caring whether I mash my own hand or not in the dip tank. We have mostly one, two and three tank cans. The dip tank wears off. The edges slope in a little, or are worn and ragged and we keep a good new' 2x4 or some sort of plank, to place around the edge of dip tank to keep fellows out who might easily slide into it and get badly scalded by the water being too hot to begin with, and we have adopted the plan of putting in these rails. ViCE-OiTAiieaxAX Towse: Personally I have serious objections to dip tanks and I have talked to a great many people on them. The multiple puil and construction -will pretty nearly eliminate accidents of that sort anyhow; that Is, if youjhave eight or ten cans to be drawn at a time. It is usually very well designed and the dip tanks are usually In rather a difficult place for anyone to get to them to fall into them. In line of duty naturally around cans and cranes, etc., I think clealiness *rmd the dip tank, with probably the 2x4 recommended, is about all you can do. You must get at the dip tank. You can't cover the conveyor over as long as you want rto put something on it. With something -e that kind, you can go so far and that is about the end of it. Mr. Strattox: The concern I mentioned a short time ago 1* a 2M ton plant, probably 300Jton or more and has eliminated the dip tank. It is a modern plant built last year. Vice-Ciiairmax Towxe: How many cans? Mb. Stkattox : Two--four and six. The temperature of the water probably had something to do with it. -The city water temperature giver the desired results. Pht it in the cradle, rock the cradle and put It in the ice house. - ICE PLANT HAZARDS George Steers, Jr., Kalamazoo Ice & Fuel Co., Kalamazoo, Micht According to the statistics of the various compensation insurance companies, 30 per cent of all accidents in our industry occur in out plants. This is an especially large figure because it involves a relatively Ice and Refrigeration Section 473 'small number of men whereas the other features of our business which furnish the other 70 per cent of the accidents, employ a large number of men and they work the most of their time without direct supervision and do work which is of its nature much more hazardous than those who are working Inside. The classification of accidents in which we are represented are as follows in decreasing importance; slipping and tripping, handling material, falling objects, protruding objects, hand tools, moving parts, repairs to machinery, fellow employees, cleaning machinery, operation of machinery, steam burns, oiling machinery, firing boilers, explosions, cable breakage and defective wiring. From a study of this list it is quite evident that the things which we think of as having the most possibilities for hazard in an ice plant are less dangerous than those things which are so small and insignificant as to appear of little consequence. Modern and up to date ice plants are constructed mechanically safe and as nearly as it is possible to make them fool proof. If you agree with me in this statement we must admit that by far the large majority of our accidents are preventable and due to the negligence of the plant owner or those in charge of the men in it, and the individual himself who is careless, because of lack of knowledge or Indifferencetoward the hazards which exist where he works. Defective Equipment Causes Serious -Accidents No doubt when we think of accidents in an ice plant we most often think of those caused by defective equipment because of injuries result ing from such accidents are usually very serious. Surely the modern plant operator will see that no money is spared, to take every possible precaution against this type of accident happening. It is presumed that a plant owner would surely see that all moving wheels, gears, and shafts are properly guarded with railing; that the pulleys and belts and crank shanfts are likewise guarded and that all platforms, stair ways and pits have railings around them, that the switch hoards are properly closed off, with a rubber mat in front of them. These are safety features which are very evident in any plant and which cost very little to install and yet prevent many of the injuries which, are very liable to happen without them. Twenty-seven per cent of our total accidents in ice plants are due to slipping and tripping. It is not possible to have dry floors in an ice plant and wet ones are always slippery. It is not possible to always have the floor of the ice storage room free from small pieces of ice, nevertheless with proper attention both of these hazards can be very much minimized. The hazard of slippery floors in the ice storage can be almost completely removed by the use of half oval hard wood strips nailed on top of the regular plank floor and spaced about inches apart. These should he laid so the ice is dragged across them most of the time. This gives the man handling the ice in the storage room a secure footing on which he can brace himself, one that is never wet or a in inn nJUBailj KJ1H? 474 Fourteenth Safety Congress Icy and one on which the small pieces of ice will not stay. They roll down, into the cracks and if the store room is swept daily the danger ot accidents due to a slippery floor are practically removed. The hazard which wet floors produce can be largely remedied if the floors are kept free from oil or any other geasy substance and also if the men working on them are not allowed to wear rubbers, boots or shoes with rubber soles, leather soled foot gear being the most practical for this purpose even, though the men's feet become wet. They are less liable to slip when working on leather. It has been found by the experience of those who have tried it that where a rule of this nature is in force accidents due to wet floors are of a negligible amount. Tools Unsafe for Use in Many Cases Falling objects and hand tools cause many accidents and in many cases the tools themselves are unsafe for use. It is Just as important that the tools available for work around an ice plant be safe tools as it is to provide any tools at all, and an unsafe tool is a deliberate intent on the part of those in charge to force the workmen to take chances they should not take. Moving parts cause many accidents because men are used around moving machinery parts .who are inexperienced In working around them and who have not been properly instructed in their actions when around them and are not dressed in a safe manner. Repairs to machinery cause many accidents because of inexperience at such work by those employed at it. The -writer knows of a number of instances of accidents caused by fellow employees where too many men were used to perform a definite task and therefore a than, was hnrt Oftentimes in their efforts to help one another a man is injured due to the helpers inexperience with the work and his taking chances which the experienced operator would not take. When we think of accidents in an ice plant we ordinarily think of fly wheel and steam boiler explosions, difficulty with the electric equipment during storm, elevator cables breaking, and burns of steam and ammonia, when in reality these causes constitute a very small percentage of our total ^accidents. In the writer's opinion this is because we realize the danger-under these heads and provide proper safeguards and caution the men "regarding them. From the accident experience records of the various insurance com panies it is quite evident that the men engaged in the ice industry have been lax in going into^work of any kind with the idea of safeguarding the persons employed. The reason for this apathy is not hard to find. Given a reasonable share of good luck, the plant may operate for long periods without a lost time accident, even if no special safety effort is put forth. In the larger plant with perhaps equal operating hazards., much greater exposure, and an organization less easy to supervise, losl time accidents call loudly for attention if safety work is neglected. Ir the small plant, however, fatalities and permanent disability cases maj be infrequent, but there is a much smaller organization to absorb th ' T,.. mmm 'mmm Ice and Refrigeration Section 475 shock. I am sure this frame of mind has not been brought about by the fact that the men in our industry are more conservative than in other lines but more especially because of the failure to realize the necessity for such work and, once realizing it, the tendency to put off action regarding it due jto the fact that the season was short and then the thought that because of it they would get by -without accident and also without taking the proper steps to prevent them. Lack of Knowledge Results in Frequent Accidents The things causing most accidents are the little things which through our own neglect and the man's lack of knowledge cause frequent small accidents which incapacitate him partially or totally for a short period of time. Probably the most of our difficulties can be laid to what safety men call "poor housekeeping" around our properties. If we would take the time, expense and trouble to keep our properties in a neat, clean manner, that in itself would probably reduce our accidents in a large percentage. A clean, neat plant attracts a better class of men to work in it than one which is allowed to be run in a slipshod manner and is dirty throughout. The kind of men who work in a plant which is kept in an orderly manner are much more inclined to work safely and with due care for their fellowmen than those employed in a plant where these conditions do not prevail. Prom the nature of our business it is necessary to take on numbers of inexperienced men on short notice due to changes in the weather, etc. These men should be properly instructed in regard tojthe possible hazards involved and the care they should use in all operations. As a rule the man does not have sufficient time given him to become acquainted with the various features of his work, to say nothing of the hazards involved. Suitable bulletins will go a long way toward keeping ever present in the man's mind the possibilities around him for danger. In many plants applicants for employment are required to take a physical examination prior to their going to work, and in case of physical defects which would make them more susceptible to accident than those in normal health, they are rejected. This is not done in the ice industry for the reason, that men are taken on so fast at the peak of our season that usually we take on any whom we can find who are able and willing to do the type of work we have to offer. To theclasses of men we employ the idea of a physical examination, even though the plant owner, was desirous of giving it, produces antagonism from the job seeker and he thinks that such a request on the part of the prospective employer is a reflection on his. physical ability to do the work. We have found in bur plants that more and regular inspection ot the plant have gone a long way toward removing hazards and stopping dangerous practices throughout the plant. The fact that these are called to the attention of the man in charge of the plant repeatedly, in itself brings about the desired changes. Believes Value of Gas Mask is Over Estimated The use of gas masks in an ice plant is emphasized to a great extent by all state inspectors and inspectors for insurance companies. In the writer's opinion the value of a gas mask in an ice plant is considerably over-estimated. Either it is out of order, misplaced or the men are not using it often enough to be familiar with its proper use quickly so that a great part of its value is lost. Also they are very uncomfort able to work in and vision is very poor. In the majority of amonia leaks engineers much prefer to use a rag or a sponge wet with water if some immediate action is necessary which only takes a few seconds to perform and the time lost in hunting up the gas mask and putting it on not only would do the job but might make a minor task a serious one. We have found in the case of bad leaks considerable work could be performed by the operator with a heavy towel wrapped around his face wet with vinegar and our men have preferred it to the use of the gas mask which is provided for them. To sum up. the two remedies I would offer are proper education and instruction of those employed and good housekeeping throughout the plants. If these two remedies are practiced I am sure we will find that by far the most of our^hazards will he removed and our Industry will very shortly show the effects of our efforts - in a marked reduction of irsurance rates for those employed in ice plants. ADJOURNMENT Marine Section September 29 and 30 and October 1, 1925 W. E. WELCH, Chairman Safety Engineer, The Travelers Insurance Company, New York City C. H. POTTER, First Vice-Chairman Potter Transportation Company, New York C!ty : ELLIS KNOWLES, Second Vice-Chairman Assistant Treasurer, C. D. Mallory & Company, Inc., New York City CAPTAIN R. C. BRENNAN, Third Vice-Chairman Operating Manager, Pacific Steamship Company, Seattle, Wash. ROBERT F. HAND, Fourth Vice-Chairman Assistant Manager, Marine Department, Standard Oil Company (N. J-), New York City G. F. LAWRENCE, Secretary Black Diamond Steamship Corporation, New York City TUESDAY MORNING SESSION HE MARINE Section of the National Safety Council convened at ten o'clock, Stailer Hotel. Cleveland, Ohio, W. E. Welch Safety Engineer. The Travelers Insurance Company, New York City, Chairman, presiding. Chahous Welch: The first on the program is report of Officers and Committees. As your Chairman of the Section for the past year I have not very much to report, only that we are still on the map; that we always will remain on the map; that oar membership has increased; that we are continually finding in the Marine organization, men who are interested in safety in their line, and willing to pat their shoulder to the wheel for advancement of safety in the Marine industry. As you know, it is a hard problem, at the present time. Next in order Is the report of Committees. I will ask Mr. Edwards, chairman of the Statistical Committee, for his report. R. P. Eovasds (Prudential Insurance Company, Newark, New Jersey): My report is really included In the remarks that I make tomorrow. 477 HWMMW! -at < o t/HI ICCUIft uu^ & l Chairman Welch: We will take that for your report which will be more extended tomorrowf Mr. Bush has done some very fine work as Secretary of the Program Committee. A. ft. Busxr (The Barber Asphalt Company, Maurer, New Jersey) : I can summarize what I have to say by referring you to the official pro gram which contains the work. Chairman Welch: Quite satisfactory, Mr. Bush. Now, we have Captain Evans, chairman of the Technical Committee. What did you do last year? Captain Irving L. Evans (IT. S. P. & I. Agency, Inc., Emergency Fleet Corporation, New York JCity): The work in which I am engaged, of course, is the kind that has to do directly with safety, or the result of the lack of safety. What I have to say regarding safety and my com mittee work is all carefully put down in my remarks to be made on Thursday. -- ' Chairman Welch: "Very satisfactory. Captain. I will now call on Mr. Arkflls, chairman of the Research Committee, who traveled from the Pacific Coast to be with us. M. E. Ark ills . (Sae:ty Engineer, Waterfront Employers of' Seattle, Seattle, Washington) : I believe what research work we have done anti what we might be able to tell you that would be of interest along this line will be included in Iny paper on Thursday, followed by discussion along certain lines. Chairman Welch: " We will start the remaining program with Item No. 3, "Fuel Oil--The Elimination of All Hazards Incident to Its Handling" by John H. Wilier, Manager, The Barber Asphalt Company, Maurer, New Jersey. Ml Weller, the Manager, is not here and Mr. Bush will take care of his paper. ' FUEL OIL--THE ELIMINATION OF ALL HAZARDS INCCIDENT TO ITS HANDLING John H. Weller, Manager, The Barber Asphalt Company, Maurer, N. J. At first glance the title of this paper may appear to be over-optimistic and visionary,--something impossible of accomplishment and therefore a useless and foolish subject for discussion. It is granted that the com plete elimination of all accidents in the handling of fuel oil will never be achieved so long as human beings and their works remain imperfect. But experience has shown that the elimination of hazards incident to the handling of fuel oils is quite within the bounds of possibilities, IF done with proper methods and equipment. It is this "IF" condition, which provides the food for thought on the part of persons interested in Safety. And a general discussion of the principles underlying the proper methods and equipment, which will eliminate all hazards in the handling of fuel oil, is therefore the purpose of this paper. It is not proposed to enter Marine Section 479 Into any detail phases_of the subject, but to confine the discussion en tirely to general principles. We have just stated that the handling and using o fuel oil presents no hazards,--IP done with proper methods and equipment. The little word "IF'' is here of great-importance, as it is in connection with the study of all accidents. One seldom investigates the cause of any accident without reaching the conclusion, "this accident could have been easily and certainly avoided, if this or that method of work: or piece of equip ment had not been defective. The word "IF" is then a sort of road sign to the safety worker, which directs him into the proper paths to follow in his endeavors to eliminate accidents. Its spelling suggests the causes of practically all accidents,--the "I" stands for IGNORANCE and the *`F" for FAMILIARITY, if. the safety worker could displace "ignorance" on the part of each and every person with complete knowledge of the possible dangers incident to his activities, and, at the same time set to work some magic force which would prevent the person from letting such intimate knowledge lead to undue familiarity with, and consequent con tempt of these dangers,--if the safety worker could accomplish this, then his job would be finished. In planning this paper, it had been the intention to present first some data showing the frequency and seriousness of accidents resulting from the handling and use of fuel oil in maritime work. Upon consulting mari time and insurance agencies and organizations about information about such accidents, it was found that they had records of only one or two serious accidents, which occurred during the last ten years and no rec ords were found of any minor accidents. The natural conclusion is thal minor accidents of this kind do not occur with sufficient frequency tc attract attention on the part of persons most directly interested in theii cause and prevention, and that major accidents are so rare that thej too give no concern. _ But such lack of information also leads to tht suspicion that it may^be nothing more than ignorance of actual facts And, as we have .pointed out previously, ignorance is one of the first anc most important things or conditions that safety workers must figh against. And a suggestion that the National Safety Council take steps t< search for records of_ past accidents of this kind and arrange for thi recording of salient facts in connection with future accidents, may there fore not toe amiss. Such investigations should cover not only the acci dents on larger commercial and government vessels, but also thos' occurring on smaller commercial and pleasure craft. Fuel Oil May Be Considered Under Two Heads From the standpoint of its use, fuel oil may be considered heads,-- 1. That which is burned under boilers 2. That which is burned in engine cylinders under tw There is no sharp demarkation in the qualities and characteristics c oils which may be used for one purpose or the other. It is true tha 4S0 Fourteenth Safety Congress certain of the smaller types of internal combustion engines requir special fuels, such as gasoline or other easily volatilized oils, which b. their nature are not suitable for burning economically under boilers But the larger and latest types of internal combustion engines can eff ciently use the same oils which are customarily burned under boilers The problem of safe handling of fuel oils in marine work must there fore include all kinds of oils, from highly volatile liquids, such as gasolin< to the heaviest crude and residual petroleum products, which can b economically used. In order to acquire knowledge of the proper methods and equipmen for handling these fuel oils one must first get an understanding of thei potential dangers cr hazards. In speaking of oils of any kind, the firs danger which suggests itself is that of fire, and this is no doubt tb most probable cause of accidents in the handling of fuel oils as well a the source of the greatest damage to property resulting from such acc dents. Injury to persons may, of course, also follow in the case of fires and it may also be caused by the toxic effects of oil vapors on th human system. The danger from fires in the handling of oil of all kinds, includin gasoline, fuel oil, refined and crude oils, appears to be very much ovei estimated and exaggerated in the popular mind. This may be due to th fact that oil fires, when they do occur, are extremely spectacular an thus make a strong appeal to the imagination of the average indlvidua. The fact is that in the United States the annual fire loss ratio for tank containing petroleum products is much below the fire loss ratio fa dwellings. The American Petroleum Institute has recently completed very extensive and thorough investigation of oil tank fires of all kinds which have occurred since 1915, and the results of this study show th following annual fire "loss ratios, when oils are stored in the best typ of commercial equipment, that is in all steel storage tanks: Gasoline .................................. 0.026% Kerosene and Refined Oils.................. 0.028% Crude Oils ------------------------------- 0.064% Fuel Oils------------------------------------------------------ 0.045% As an indication of the serious dangers resulting from the use of inferio or improper equipment for storing and handling oils, we give the simila figures from the Institutes report for oils stored in tanks with wood roof instead of steel: Gasoline ---------------------------------------------------- 1.79 % Keosene and Refined Oils................. 1.52 .% Crude Oils -------------------------------------------------- .415% Fuel Oils ........................................................................144% It is interesting to note that, with the best type of equipment, thos classes of oils, such as gasoline, which undoubtedly have the greates danger of fires, show the lowest fire loss ratio, while with inferior equii . __ >wm.\mimigimi'ii--t. iMA*nr a* II jkJjMML laa fan Marine Section 481 i ment they show the highest ratio. The latter condition probably indi cates the relative fire hazard of the various oils. The former is no doubt explained by the fact that knowledge and recognition of the greater dangers inherent in the storage and handling of the lighter oils, leads to a better design and use of the. methods and equipment employed in their storage and handling; while for the less dangerous kinds of oils there has already crept in an attitude of undue familiarity with the dangers, and a consequentlincrease in accidents. Annual Fire Loss Ratio for Dwellings The annual fire loss ratio for dwellings in the United States is variously estimated at 0.40% to 0.63%. This ratio is therefore more than ten times as high as for petroleum products. when these are handled under proper conditions. This shows that the dangers from accidental fires in the handling of oils are not unusually great,--in fact, they may be considered unusually small. In order to set oil on fire three conditions are essential: 1. The oil must be vaporized or atomized 2. There must be present oxygen or air in proper quantity 3. The temperature of the oil vapor or mist and the air or oxygen must be sufficiently high for ignition If in any equipment or method for the handling of fuel oil any one of these three conditions is missing the other two may exist without danger of fire. It will be noted also that only the first condition is affected by the qualities of the fuel oil itself. Our knowledge of the characteristics which influence the tendency for a given oil to vaporize or atomize is obtained from two empirical tests. The tendency to vaporize is measured by its flash points, which is the lowest temperature at which the oil will give off sufficient vapor so that the mixture of the normal amount of air in the instrument .with this vapor will ignite upon the application of a flame. The measure of the oil's tendency to atomize is its viscosity. This characteristic is also measured empirically and relatively by stand ard instruments. The tendency toward atomizing varies inversely with che viscosity and it is characteristic of all oils that their viscosity de creases with increased temperatures. The viscosity of an oil also de termines the ease with which it will flow through pipes. It is evident therefore that the handling and atomizing of any oil can be facilitated by raising its temperature. And, since the handling (pumping) and atomizing of oil are in all cases essential to its use as fuel, it is quite evident that there must be a certain relation between the flash point and viscosity, especially for the more viscuous oils, in order to make an oil a safe fuel. That is, briefly, "the viscosity of the oil should he such that it can be readily pumped (or handled) and atomized with your usual equipment at a temperature below its flash point. This principle is recognized by the specifications in common use for fuel oils, which are now generally the specifications issued by the Federal Specifications 483 -Fourteenth iSafety Uongress Board of the United States Government.. So long as fuel oils comp with any of these sets of specifications one can be assured that they a safe materials. It is important that the persons in charge of the boiler and engine any vessel where fuel oil is used should have a fair working knowled. of the methods of making these two tests and of their significance. On with aid of such knowledge can they judge whether their methods a: equipment are safe for handling any. given kind of fuel oil, which may offered for use, but which may differ from any oil with which they a acquainted from experience and which does not comply with the Fedei Specifications. ___ One of the rules for preventing oil fires in the handling of fuel oil then very simple to state and to remember: RULE I- Keep the temperature of the oil in storage tanks well bel its flash point If it is found impossible to handle and use a certain oil at such U perature with the available equipment, then the oil is not a safe fuel a either the equipment or the fuel should be changed. It is of course impossible in practice always to prevent the presej of air in spaces where oil vapors or oil mist are liable to exist. Thus is always present in the storage tank space which is not occupied by So long as we guard against condition number one, by the observance Rule 1, and keep away all sources of heat such as outside fires, sts discharges of electrical energy and friction no harm can possibly be d' by the presence of this air. Avoiding Presence of Air in Storage Tanks There are means for avoiding the presence of air in oil storage tai such as the elimination of space above the oil by floating roofs, or complete filling of this space by vapor from the oil and exclusion of by having the oil tanks made gas tight and connecting them to a holder or similar device. But these devices are not in their present f adaptable for marine conditions. The elimination of the third condition necessary to starting an oil can not be accomplished with the same certainty as the eliminatioi the first one. All vents- and other openings on tanks should be seci to prevent, as far as possible, the entrance of outside flames, th^re sb be no moving parts, which might cause localized hot spots through tion, and all parts should be so equipped as to prevent the generatio differences in electrical, potential between them. The .foregoing outlines the essential principles, which must be folic in the design of equipment and methods, for handling fuel oils, in o to prevent accidents from fires. It is obvious that the details* am stances in wThich these principles can be violated, are multitudinous, their discussion is beyond the scope of this paper. A study of accidi as suggested previously, would be the best and most emphatic wa calling attention to such failures. Marine Section 4 S3 The problem of eliminating the hazards incident to the handling of fuel oil is then one of acquainting the persons engaged in this work, with its inherent dangers_and to teach them the simple principles which must be followed in avoiding such dangers. If this is accomplished with out having such knowledge of the apparent simplicity of the preventive measures breed familiarity and contempt for the real dangers, then all of the hazards incident to the handling of fuel oil will be eliminated. Chairman Welch: Any discussion? Any one any questions to ask now or possibly later on in connection with any point in the paper? Item No. 4--"Factors Contributing to Safety on Board Ships." As our Secretary of the Program Committee stated, there is no particular repre sentative of the Shipping Board here, and I will, therefore, ask George A. Marr, Secretary and Treasurer of the Lake Carriers' Association, Cleve land, to make a few remarks on that subject. FACTORS CONTRIBUTING TO SAFETY ON BOARD SHIPS George A. Marr, Secretary and Treasurer, Lake Carriers' Association, -- Cleveland, Ohio It seems to me that the matter of safety aboard ships embodies a threefold responsibility, and that the factors which, contribute to safety aboard ships, that is, to the prevention of personal injury may be divided, first, into those which devolve upon the management; second, those which devolve upon the officers of the ships; and, third, those that devolve upon the crew and the individual members. So far as the management is .concerned, I believe that there are a number of respects in which a broad vision is quite essential. The management should be liberal enough to provide safety appliances whereever safety appliances are needed; such as guards over machinery rail-ings around hatches and on stairways, good equipment, tackle, gear and rigging, good ladders, etc. They should also see that there are frequent and regular inspections and authority given to the officers to make prompt renewal of defective parts. The officers of the ship> also responsible for regular inspections, should see that boat and fire drills are held regularly, that new men are cautioned as to dangerous places and safe practices; that engine toe not turned over, nor hot water or steam discharged overhoard unless precaution is used to see that no one outside of the boat is endangered; no man should be required to go into the boiler, furnace or backhead without an attendant, or to work over the side on a staging without and attendant on deck. In these respects, I believe the officers of the ship are responsible for safety on hoard the vessel. The responsibility resting on the crew lies in the carrying out of in structions in a careful, safe and sane manner, in doing their work aboard ship, keeping off the inboard side of the vessel when under the loading and unloading rigs; keeping off the hatches; keeping out of the bight of 484: '4 zr the cable, and, in gSKnl, performing their work in a safe and prop manner. It has been oar experience that the men most competent to make si gestions as to the proper and safe method of doing the work on boa the ship, are the men who are actually engaged in the work. We ha for a number of years past practiced just such a system. There have been many hundreds of recommendations brought out the ship's crew through meetings which are held on board the vessels the Lake Carriers' Association. These meetings are held by what call a Ship Safety Committee, consisting of the lowest licensed office on each end of the vessel and two of the seamen from each end of t vessel, generally a wheelsman and a deck hand from the forward end a an oiler and a fireman or a coalpasser from the after end. It would be gratifying to you, as.it is to us, to know the intelligei with which these men consider the questions of safety on board ship, a the sensible and practical recommendations which they make. Tin committees are recognized by the officers on the vessels. They are j frowned upon; their recommendations are given respectful considerat by the officers of the ship and are passed on in the form of minutes the meetings to the management of the vessel, who also - gives tb respectful attention. A copy of the minutes is also sent to the Lj Carriers' Association where they are considered by practical men, si as our Shore Captains' Committee and our Welfare Committee, and the winter are passed upon by what we call an Industrial Commit) consisting of six active masters and six active chief engineers- Natur there are a good many recommendations that come from the committ that have a bearing particularly on the boat on which they origin Many, many times we find suggestions from these Committees that capable of application in a practical way to the entire fleet. These recommended by the Industrial Committee for adoption, and if appro by the Executive Committee are adopted as rules for the guidance ol the vessels in the Association. Out of this system, we have produced a collection of "dont's" "do's" that we feel is so complete that there is little left for Ship Sa Committees to recommend in the future, but I have had that feeling a number`of years and I am astonished all the time at the fertilit; suggestion that comes from these Committees. The interest in the C mittees is not abating at all. In fact, it has grown and grown yeai year until at the present time there is rarely a meeting held that < not bring out some: evidence of progressive thought. The meetings looked upon by the officers of the boats and by the managements of eets as really helpful in the elimination of accidents. I made a statement at your meeting last year as to the compan number of accidents during the five years preceding the inaugurate the Safety Committees and in the five years following. I do not ret her the figures, but you- will recall, perhaps, Mr. Chairman, that it w very favorable showing. There was also presented at that time a s ment showing the number of accidents on board boats where no Ss Marine Section 485 Committees were held as compared with the accidents on boats where Safety Committees were held. Again, a favorable showing in favor of the Safety Committee boats. I might say that in the Lake Carriers' Association this system is not a hard and fast rule for all the fleets to follow and some of them have not taken it up, but each year there is a growing number of fleets falling in line with this system, and we are having many more meetings this year than heretofore and much better suggestions coming from them. As to the interest of the men, I find that it is not confined altogether to the matter of prevention of personal injury. I find that they devote themselves a great deal to matters of upkeep on their ships. I find that there is rivalry between the members of the crew to get on committees. They feel that it is an honor and a pleasant service. ORGANIZING FOR SAFETY ON BOARD SHIP By A. R. Bush, The Barber Asphalt Co., Maurer, N. J. In reviewing some recent and able contributions to the general theme of marine safety, I waC struck by the almost total absence of any refer ence to the value and ` potency of selectivity of personnel. I realize, of course, that the principles and practices of personnel procedure yet await formal introduction to jthe marine industry as a whole; still, in the light of the remarkable progress and development of this movement ashore, it is rather difficult to understand why, in the business of marine transport, these manifold and manifest advantages remain untried and even unrecognized. In the field of manufacturing and allied interests, personnel adminis tration, is strongly entrenched. The centralizing of employment func tions and kindred activities have gained a place in industry no longer subject to challenge, nor longer pleading for justification. Today a close- approach to scientific' method In employe selection, precedes engagement of the industrial worker. Application for work at the factory gates has a different meaning now than of old. Passing the entrance a prospect faces new standards. Letters of recommendation have no passport value. They indicate mere period of service, nothing more. Indeed, reliable means are at hand for determining Qualifications. He must be physically fit; his occupational or trade knowledge is examined into and appraised; his mental reactions are subject to analysis,--for sluggish minds denote the low-grade workmen who pro mote accidents,--as costly ashore as they are afloat. High factory wages--which so effectively decimate our ships' crews-- prevail, and naturally provide an increase of the human material from which to choose. Raising the rate has resulted in making more exact ing the requirements, because while industry pays more than formerly, in return it demands more. Produce,--is the command; Vamoose,-- the alternative. -18 Fourteenth Safety Congress Navigation Laws Responsible for Present Conditions What are the conditions we find afloat? The contrast Is appalling* Consider present-day facilities and methods for shipping crews and the results as evidenced by the quality of crews shipped. Industry ashore assumes the training of the inexperienced for specified tasks; but where apart from sporadic attempts, as instance state school-ships. Is to be found any ordered or organized endeavor toward preparation for ulti mate command at sea? The calling of the mariner is a noble one witl a dignity and responsibility which attach to few positions on land. T is the seaman who welds together the elements of civilization and maltei the whole world kin. He deserves much better than he receives. To be sure our archaic navigation laws are largely to blame for th conditions we deplore. But the law does not decree employment of th cheapest and most inferior of men in places where intelligence of higl order is needed. The laws are odious,--that we all will admit,--an surely their modification and revision is as certain as the enactmen of a federal compensation statute and the eventual establishment of a American merchant marine. Until such changes to these hamperin laws have been effected, little will be accomplished. The marine ii dustry cannot possibly progress with legislative inhibitions danglin constantly before it. _ However, we are here concerned primarily with the organization < safety on board ship. Firstly, stress must be placed upon the means be devised for selection of officers and men composing the crews. T1 same principles underlying the personnel processes in the industri ashore are, with minor variations, equally applicable to ships. Co siderations of safety call for intelligence, for the intelligent man, igne ing the few exceptions, is a prudent man. Emergencies, with which life at sea abound, makes alert, responsive minds the fundament essential. I am fully aware of the difficulties confronting in giving thought as the type of organization best suited to the promotion of safety on st board. The members of The Lake Carriers' Association, have achiev remarkably through their well known ships safety committees. Mr. Geoi A. Marr, the association's secretary, at a previous session of the Mari Section, detailed and with characteristic thoroughness, the moc operand! of the planjie evolved. A study of the system and its workii however, shows that the conditions of lake traffic are much more fav able to this form of organization than those obtaining in the coastw and overseas trade. These latter are marked by constant and excess shifting of crews, comparative or approximate stabilization, under ex ing factors, being practically unknown. Of course, committees serve best when their lease of life is not brief. Neither should tenurity he unduly prolonged. Interest cannot sustained in the first instance; and fresh ideas are traditionally ass ated with fresh minds. Reasonable rotation of committee members! immMi Marine Section is truly healthful; when ton frequent, changes had better not be made at all and permanent committees installed. Of all the innumerable experiments in safety organization ashore, and we must needs look there for precedent and guidance, the committee system, as the one most fruitful of tangible results, alone survives. Its basis is co-operation. It enlists the aid of the very men who are in direct contact with the problems it is desired to solve. It secures authoritative action on matters pertaining to safety at or near the point of origin. In few divisions of industry has co-operaton between men and management proved more prolific of mutual benefits than in safetywork. Committees have attained results which, for the management or employer, without their aid, would have been quite impossible. Formation of Committees the First Step On shipboard therefore, the formation of committees is the first step in organizing for safety. Two committees for each vessel are proposed. The Ship's Committees to consist of representatives from the sailors, quartermasters, carpenters, firemen and oilers and appointment to be made by joint action and approval of the supervising safety official ashore and the master ancLcbief engineers of the vessels comprising the fleet. Their tenure of office should foe for a period ot at least three, and preferably, six months. membership of six is sanctioned by experience but a greater number than twelve, as a maximum, tends to become un wieldy and unresponsive. They should be provided with an appropriate and attractively designed button, badge or similar symbol of office which must be worn always and conspicuously upon the outer clothing. Dele gating to the committee necessary authority is indispensable, for nothing can be more futile than to allocate a definite responsibility and fail to invest with the power required for its proper discharge. Weekly tours of inspection of the ship by the committee as a whole and careful examination and inspection of all ship equipment and ap purtenances, reporting unsafe and unsanitary conditions on blanks fur nished for the purpose, constitutes the initial duty charged to the Ship'-s Safety Committee. ^ All accidents, of whatever nature, similarly' must be investigated, the cause ascertained, the responsibility fixed. On special accident report forms, the committee's findings and recommendations are to he recorded and submitted to the supervisory committee whose functions will be outlined under that caption. Within their province falls the selection of sites for bulletin hoards and the posting, twice a week, of placards, pictorial and legendary safety material. Committee Should Meet at Least Monthly Required also of the Ship's Committee are meetings at least monthly. Let their chairman be of their own choosing. The meetings are to be conducted according to rules and formalities prescribed for them. At tendance is obligatory and the meetings so timed and scheduled as to 488 Fourteenth Sefetw render this possible. A ship's dsffc, r MMHM MrtW>iig AkMtk be assigned to take notes from urtetati to MMpifc liftpsw# amd per form such other clerlcjJ darfri* mo ike tlWii illhiat t m dnknu Opening of the Ifeetiac Roll Call Reading of the Minutes Communications Unfinished Business New Business (Reports of Inspection* General Discussion Adjournment. tttymt C Accidents, etc. On vessels not carrying a medical officer, instruction in First Aid ma well be afforded to the members of the Ship's Committee. This can 1 readily imparted while the vessel is at dock and practice tests given 1 the work of caring for the injured. First Aid Kits are always to t accessible and on their inspection tours the Ship's Committee must s< to it that the necessary bandages and medicinals are there in full supp and so noted on their report sheets. Over-seeing the work and jurisdiction of the Ship's Committee is tl General or Supervisory Committee. On this committee sit the Mastc Chief Officer, Chief Engineer, First Assistant Engineer and the Burst allowing, of course, for variations, according to the conditions peculi to individual ships. This group, as its name implies, passes upon t! recommendations coming from the committee of the crew. Its procet ings are identical- ^Meetings ought not to be less frequent than one month, the master presiding. Safety inspections supplement the regul routine tours of the ship. Members, at regular intervals, visit t Ship's Committee while in session and discuss with them the vario phases of marine safety. They distribute hand-books and general safe literature and quiz them on important points. The minutes of the Ship's Committee are automatically referred 1 approval or disapproval. Their decisions are final. Such recommend alterations, construction, .replacements or repairs as are approved a may be effected by the ship's company, are forthwith made an ort and the work proceeded with. Where sizeable expenditures are involv over a stipulated amount, the item is referred to the management ashi with the endorsement of approval. And only in very unusual circt stances and for the soundest reasons should rejection by the mans meat be considered. For remember, your safety committees afloat reduce your personal liability gougings in direct proportion to the couragement and support they receive from the office. Safety e mittees are much less costly than P. * L departments and agencies j much more tractable than the legal gentlemen who fight for a fee. Chairman Welch: Any discussion"? Any Questions? None. 4S9 mrnmmm The meeting conv*Ht ** *s* encash, IP, 15, ^MUfe. CTMPh'F-r iB<pnttr. The Travelers Insurance CliWipiiwr:. iMr #W% tfeatMNae. Crjjuiax We&CK: We wilt iPhe pupa* ~TIT|> i I1 iiUffTMUr ft the Principles of Mart** Sa&**t* ~ m? Ifer. ffc- fWwWt, WPjWwr. ~hsrfne Engineering & Shipping Agar*. SM* fifr OBSERVATIONS ON HBnomSP 1BI111I1 MRXY By H. H. Brown, Editor, ' Wai Imp Kwgpnamiirmp awd tMp^imc Ape,"' Mow Ywfc Otr Although it* is inconceivabie that the fatntrds of ocean travel and transportation can ever be entirely eliminated, nevertheless, with the progress of scientific knowledge, mechanical invention and human ex perience, its dangers are being steadily reduced. Today most of the regularly established steamship lines throughout the world are offering to the traveling public transportation that is as safe as that offered by any other means, if not safer. That a greater degree" of safety in marine transportation is being attained today than ever before is due, not only to the rapid strides that have been made in recent years in the art of shipbuilding and the science of navigation, but also to the development of safer conditions surrounding shipping. The continued scientific exploration of the Seven Seas and their shores and harbors is steadily providing a more accur ate and readily accessible knowledge of practically all navigable waters. Better and more adequate means for warning navigators at dangerous points along the coasts are- available. Harbors and their approaches and land-locked waterways are constantly being improved for safer naviga tion. On the high seas derelicts are diligently being sought and removed or destroyed and even the iceberg is no longer permitted to roam the lanes of ocean travel and remain hidden from the vigilance of a govern ment patrol. For the continual improvement of such conditions, the shipping world ^ is indebted to the activities of various governmental agencies, tn this country these comprise such departments as the Navy, the Army Engi neer Corps, the Coast Guard, the Bureau of Lighthouses, the Coast and Geodetic Survey and the Steamboat Inspection Service. In making the navigable waters safer for marine transportation the painstaking and highly specialized work of these departments, too often little known or appreciated by `the general public, should have the country's united support, irrespective of political differences. Coincident with the ^establishment of safer cwrtttkww surrounding maritime commerce have come rapid strides in the science of naval architecture resulting in the constructtoo of stronger and safer ships, with a general tendency in practically all types towards larger sizes 490 Fourteenth Safety Congress and higher speeds. Since the Titanic disaster and the consequent inter national conference on the Safety of Life at Sea, every problem of ship construction and equipment has been the subject of exhaustive study for the development of safeguards to prevent similar tragedies. While economic conditions preclude the building of non-sinkable commercial ships, the lessons learned from past experience and modern scientific investigation have resulted in the building of ships far better able tc withstand the effects of collision or grounding without the immediate danger of foundering, and the means provided for saving life in th< event of disaster are now required to be adequate for every person 01 board the vessel. Furthermore, recent aids to navigation have beei developed which tend to eliminate some of the' uncertainties incident t the determination of a ship's position by dead reckoning in thick o cloudy weather or at least to provide valuable checks to navigation b dead reckoning. The advent of the gyro compass has eliminated th errors due to the variation and deviation of the magnetic needh Coupled with this, a practical system" of automatic steering has bee devised which eliminates the human error in steering and keeps tb vessel to a truer course than is possible With human hands. The d' velopment of the submarine bell or vibrator has furnished a valuab' means of taking bearings when the vision is obscured and a furtli* .check on position is now available by the application of radio telegrapt ^already the most important factor in saving life at sea) to directic finding and bearing determination. Finally, the perfection of the son -.sounder makes it possible for the navigator to determine almost i :stantly and as often as desired the depth of water from a moving vess without physical contact with the bottom of the sea. It may even possible in future by. means of aOaratus operating on this principle detect the approach of other vessels in thick weather and thus minimi the danger of collisions at sea. Under the best conditions, however, no matter how carefully design* well built or adequately equipped a vessel may be, the safety of the st as soon as she is afloat is dependent primarily upon the fitness of 1 officers and crew tcndischarge their duties in a competent manner, careless act or an error of judgment on the part of some member of 1 ship's force may instantly jeopardize the safety of the vessel or si disaster in some unexpected crisis. Upon every member of the cr* therefore, rests a pi^sonal responsibility of far greater importance tl is incurred in most Industrial callings. For this reason men who foil the sea are quick to realize the significance of one of the first princii of marine safety; that is, that eternal vigilance is the price of safety. Some idea of how this realization of personal responsibility tends develop the high standard of service required for safe navigation j leads to the practical application of common sense principles of sai in the construction and operation of ships may be gained from examination of the organization and development of a representa steamship line. jMarine Section 491 No Passenger Lost In 75 Years of Service- As an outstanding; example of safe navigation in coastwise service, the record of the New England Steamship Company, commonly known as the Fall River Line, which has operated a fleet of passenger and freight steamships from New York through Long Island Sound to New England ports for over seventy-five years without the loss of a single passenger's life, stands out conspicuously. Although the routes traversed by these vessels are more sheltered and freer from the perils of the deep sea than those of most coastwise services, nevertheless they are by. no means immune from the common dangers and hazards of marine transportation and, consequently, the methods and policies the company has followed in their .endeavor to insure the safety of their services are worthy of examination. In the first place, the company designs its own ships and in their construction will' be round many important safety features incorporated far in advance of their general adoption in shipbuilding practice. Many of these features, in fact, have never been required by Federal law and where they are so required they invariably greatly exceed the govern ment requirements. In the watertight subdivision of hulls, for instance, this company early assumed a position of leadership. The first mer chant steamship to be fitted with a double bottom in the United States was the Pilgrim, of this line, built in 1881. Since that time, every pas senger vessel built byi the line has been fitted with a cellular double bottom subdivided into from 30 to 40 watertight compartments. Fur thermore, all of its vessels are fitted with from 5 to 9 transverse water tight bulkheads extending in each case from the bottom of the hull to the uppermost structural deck. In the later vessels, these bulkheads are solid, all piping being carried up over the bulkheads. In the earlier vessels, where the bulkheads were originally pierced with doors, either the doors were^losed up permanently or, where this proved im practical, standard Navy watertight doors were fitted as high up in the bulkhead as practicable. The efficiency of this method of safeguarding human life and property at sea has been proved more than once when as a result of collisions, vessels have been flooded from the forward boiler room bulkhead to the stem and yet remained afloat. As an added precaution in recent years, all port holes and ash doors in the shell plating abaft the forward collision bulkhead have beei closed and forced mechanical ventilation installed. All Improvements Were Made Voluntarily All of these Improvements were made voluntarily by the compan; without any requirements of law. In the matter of fire protection, this Line again assumed a position of leadership and was the first to install automatic fire alarms and fir bulkheads. It was also the first company to install automatic sprinkler on a steam vessel; subsequently all passenger vessels of the Line hav been so equipped. It was also the first Line to light a vessel througl - *****-- WU 492 Fourteenth Safety Congress out with electricity, one of the most important aids in improving the safety of a passenger vessel. The fire bulkheads subdivide the vessels into three separate fire units and the fire mains ar installed in multiple units so that in the event of damage to one by collision an ample sappl] of water will be available from the other mains. The piping of all fire fighting equipment is of copper. Fire drills are carried out weekly. Ii is a rule of the company that a fire pump must be in operation pumpinj water overboard at all times whether the vessel is under way or at hej wharf. The value of this rule was shown in the case of one of the company* vessels which while moored at her pier during the night was eadax gered by fire on the pier, which quickly spread to the ship. Realizin; that the vessel was doomed unless removed from her berth, the office on watch gave orders to cut the lines and immediately signaled to th engine room for. full speed ahead, without waiting to notify the engin room of the maneuver. The fact that the engine room watch were a their posts with steam up and the pumps in operation meant that th emergency signals were at once answered, the vessel was moved froi its berth, anchored in midstream and the fire extinguished. This wor was effectively accomplished with only a handful of men available con posing a watch that, according to the regulations of the company, mus remaiu on board each of the vessels while they are in commission an also in accordance with the regulations that sufficient steam must 1 kept on the boilers so that in case of emergency the vessel can t maneuvered and the fire-fighting equipment be put into immediate ope ation. ~ On these vessels the quantity and quality of the life-saving equipmei have also been kept far in advance of government requirements. Whe ever new and improved requirement in the form of lifeboats, rafts or m ehanically operated davits has become available, it has been the polii of the company immediately to discard existing equipment and provii the best and most efficient that the market affords. All vessels of tl company are equipped with lifeboats and rafts providing a suffleie capacity for every person on hoard in night service, although vessels < inland waterways are not* required to do so by law. This is done spite of the fact that it means a reduction in the carrying opacity the vessels. A specially trained life-saving crew, berthed in a sped part of the vessels near the lifeboats is always on duty. The wreeki outfits on these vessels are also as far above the requirements Of 1 and usual practice as is the case with other life-saving equipment. T vessels are also equipped with wireless telegraph, although not requii by law to do so. It is customary on vessels of the New England Steamship Company retain so far as possible the same crew on each vessel. This is earr: to such an extent that the leading engineers remain with their vess when they are out of commission. This results in an intimate techni knowledge of all parts of the ship by those who must in case of a< Marine Section 493 dents or emergency be called upon to act with dispatch. Employees on the vessels are promoted according to exceptional ability and length of service. An examination of the employment records of the company shows a remarkably long list of employees in all departments who have - been in the company's service for over twenty-five years, many of them having served thirty, forty or even fifty years. According to the general manager, the company has not hired a licensed officer from outside sources during the past thirty years. All of the officers have grown up from the ranks In the company's service and it is interesting to note that a large proportion of the officers of the various ranks hold licenses in the grades above their stations. Under such circumstances, it is ob vious that one of the most important elements in the safety of operation that the company has acquired is the continuity of service of its trained employees. 7 From the foregoing, is evident that in the case of this particular Line at least an enviable record in safe transportation has been achieved over an exceptionally long period of continuous service and that this result has not been a matter of sailor's luck hut the outcome of build ing up a high efficient and competent organization whose methods of operation have been guided at every step with the purpose of injuring safety in service. . Instructions Should Include Pertinent Questions In oil burning ships special safety precautions must be taken for the prevention of fire in boiler and engine rooms and fuel tanks. Although special fire extinguishing apparatus is installed in such vessels, the essential requirement Js rigid observance of oil-burning precautions. The Southern Pacific Steamship Lines led the' way in establishing the practice of holding a ^compulsory fire drill in the engine department once on each round voyage of the vessel. AH men are sent to their stations and a record-Of the drill must be recorded in tbe engineer's log book. Failure to observe this requirement involves either the tem porary suspension or dismissal of the engineer in charge. In case of fire in any part of the ship, steam is immediately turned on in the fuel tanks in order to render the gas in the top of the tanks non-explosive. Full instructions to chief and assistant engineers to observe in case of fire are posted in the engine room and circular letters from the superin tending engineer's office are sent to the chief engineers of all the com pany's vessels at frequent intervals containing such pertinent questions as the following: "Are you thoroughly familiar with all the instructions issued from this office relative toT the handling and burning of fuel oil? If not, have you read these instructions recently? "Do you discuss frequently with your assistants the particular features outlined in instructions from this office relative to the burning and handling of fuel oil? If you don't, you are neglecting a very important 494 Fourteenth Safety Congress part of your duty with regard to the safe and economic operation your vessel. `Do you inspect your Fire-Foam system and Are extinguishers quently to see that they are charged and ready for immediate use? "Do you see that the steam hose is connected at all times ready immediate use in case of fire in the boiler room? "Do you see that the sand boxes are full and in order for immedi use? "Do you personally issue instructions to all new assistant engin< that come on board your ship relative to the laws of fire prevention? "Is the extension rod to the stop valve on the steam line to the l pumps connected up and in order ready to' be closed immediately case of fire? "Do you examiner^the bilges to see that they are free of oil?'* Sucli letters usually close with .the reminder that it is the li things that cause trouble and particularly little fires. If a small has occurred on any of the company's vessels, an account of how started and what happened is given with the query: "Can an accic of this kind happen on your vessel and," if so, what are you doing prevent it? A written reply to 'this letter must be handed in be' your vessel sails." Chairman Welch : The next on the program is R. F. Edwards, of Prudential Insurance Company, Newark, New Jersey, who is Chain of our Statistical Committee of the Marine Section. MARINE! STATISTICS--THEIR VALUE AND COM PILATION R. F. Edwards, Prudential Insurance Co., Newark, New Jersey The first part of my subject, the value of marine statistics pertaii to fatalities and disablement in the line of duty, can be readily posed of. Every business concern measures its profits, losses and progress the results as shown on its balance sheet. In the same . manner results of accident prevention work in industry can be measured by number of fatalities or injuries and costs paid under maritime or s compensation law during a given period of time. To further illustra George A. Marr, Of the Lake Carriers' Association, has shown during the period. 1913-1917 the death benefits paid for sixtyfatalities were $6725 as against $2375 for twenty-two fatalities occur during the five subsequent years. This represents a cost decreas 183 percent and is the result of the intensive campaign against accld which is being carried on by that Association. While the compensation cost of maritime accidents in this cou is not available it~is possible to quote the experience of Great Br: where stricter supervision is maintained than obtains in this corn and where conditions are somewhat similar. Among 371,000 emplc jE--- WMSWI - ujii Marine Section 495 during 1923 in Marine and Doclc operations 376 fatalities were reported representing a payment of $395,000. at an average cost of $1052, further more, 16,808 disablements cost $1,720,000 an average of $102 per accident. This represents an aggregate payment of over $2,000,000 during one year. The comparative accident ratios for the several industries are shown below. --- Ratio per 1000 employed during 1923. Fatalities Disablements Shipping -------------------------- 1.1 Docks _________________________________0.8 Total --_;_______________________________*----------------------------------------1-0 20.8 83.9 45.3 Factories ;__________________________________________________--0.1 33.4 Mines ------------------------------------ 1-1 Quarries _______________________________________0.7 Construction..._____________________________________0.5 Railway Operation------------------------------ 0.6 Grand Total.................................................................................................0.4 215.1 76.8 66.3 40.9 65.0 It Is shown in this table that the fatality rate in shipping was 2% times as great as that for all industries combined and eauivalent to that for mines. The disablement ratio on the other hand was consider ably lower than that for any of the other groups of industries reported. It is of further significance to note that the proportion, of cases of four or more weeks duration was considerably greater in shipping and dock operations than in any of the other trades. These data are given below. ___ Percent distribution of Compensation Cases. Less than 4 weeks Shipping -----------------------... .....................................................................37.7 Docks ------------------------------- .....................................................................44.0 Fafttnrips ' .......... ....56.1 Mines __________________...........................................................................58.3 Quarries ______________.... ______________________________________60.2 Construction_______---- __________________________________ --55.5 Railway Operation. ________________________________________59.2 Total .......................... ___________________________________________57.0 - 4 weeks or more. 62.3 56.0 43.9 41.7 39.8 44.5 40.8 43.0 In considering the compilation of marine accident statistics a very complex situation presents itself and it is doubtful if any other industry presents more varied conditions which, materially affect the compara bility of the .available records than do the operations of this section. To be of value they should be based primarily on tbe man-hour basis, in other words, the number of hours a man is actually exposed to his particular hazard. The shipping industry at the sea and gulf ports is carried on through out the entire year whereas on the Great Lakes shipping seasons- rarely extend beyond 8 or 9 jcuonths of the year. The kind of cargo carried. fV' 496 ^Fourteenth Safety Congress the equipment for loading and unloading, the type of vessel, the exa duties of the employee, labor turnover and many other factors affect tl comparability of data, gathered from this Industry. In other words, properly evaluate the progress which has been made in this particul: line of accident prevention work it is essential to make a study of ea< individual case in all its details. Your Statistical Committee has made an effort to gather statist! which would be of value to the Marine Section as a whole, and at ti time the Committee wishes to express its appreciation of the effox put forth by certain^ contributors. The data which has been made ava able cover only certain branches of the industry and with two exc( tions are not in sufficient detail to permit of trustworthy conclusions, has been found extremely difficult to obtain a record of each individi accident in sufficientr detail to permit of an analysis of the particul hazards involved. The cost of obtaining a copy of the original recc of accidents would be considerable, in fact, very few concerns have be willing to go to this expense. During this year your Committee sent c inquiry blanks for data, to 500 shipping, towing and stevedoreing c< cerns. About 25% responded and, with rare exceptions, the data v not returned in the detail requested. It is realized that conditions in this country are not as favorable safety work as they are in foreign countries where labor turnover a other conditions have been stabilized and are under strict supervisi It would, however, be extremely gratifying to your Statistical Commit if data in the desired detail could be made available for analysis s for publication. Your Committee would be very glad to receive s gestions as to the_possibility of obtaining data of this kind. T expense involved would be merely that of making duplicate records each individual accident, the compilation of the statistics being d< by the Committee.^ Accident prevention work in our maritime industries has not. v few exceptions, been carried on to the same extent that it has in r road, mining, manufacturing and allied industries. Out on the v coast they are doing considerable and effective accident prevent work. The same may be stated of the Lake Carriers Association results of whose efforts have been ably presented to this Section past meetings. _ -- It may be interesting to note that considerable attention to the sub is being given in foreign countries. An International Convention Safety of Life at Sea will be held in January, 1926 in England. At joint maritime commission meeting held at Geneva May 18 to Jun< of this year under the auspices of the International Labor Confen the following subjects were discussed: Conditions of work in the fisl Industry, the protection of the health of seamen; statistics of shipwrt and accidents at sea; condition of deck cargoes; and safety at Steps have been taken by the Industrial Fatigue Research Board of 1 land to obtain sickness, accident and exposure to risk records of 1< Marine Section 497 dock yard workers In England for one year with the primary object of determining: how far the incidence of minor accidents is related to that of major accidents. An analysis of these records Is now In progress and the speaker has communicated with the Board in an effort to secure these records for publication in the National Safety News. Finally, several articles have appeared recently with reference to the health of seamen, lightermen, bargemen, longshoremen and other dock laborers. SAFETY DEVELOPMENTS IN THE MARINE INDUSTRY Of THE GREAT LAKES Charles E. Cole, Supt. Ohio & Western Pennsylvania Dock Co., Cleveland Ohio In order to properly approach, the question of Safety in this field, I an going to give you a brief history of the commerce and handling facilities on the Great Lakes to acquaint you with the magnitude of what I hav< termed "The Marine Industry," which incorporates the vessels and th various terminals for ihe handling of the lading carried by them, as tin average layman, whose business interests do not bring him in clos< contact with Lake shipping has little conception of the volume of ton nage which is annually moved on these waterways during the eigh months of the year they are open. I shall only treat of the four bulk freight commodities: Iron ore coal, grain and stone, although there is a considerable tonnage of wha we term merchant or package freight, pulpwood, lumber, sand, etc. The banner year, in volume of tonnage, was 1923, when a fleet of aj proximately 375 American vessels moved a total tonnage.of 108,061,61 gross tons. The previous high tonnage carried was in 1916 when th fleet moved 107,229,855 gross tons. In 1910 the movement Was 70,919,23 gross tons. The 1923 tonnage was composed of the following bulk freight con modi ties: Iron Ore --------Coal -------------------------------------------------Grain 10,580,755 Stone ----- 59,036,704 29,586,632 8,857,520 Gross Tons Gross Tons Gross Tons Gross Tons The Iron ore is loaded into vessels at the head of the Lakes froi ports in Minnesota, Wisconsin and Michigan and delivery is made t ports in Lake Michigan and Lake Brie; about 25% of the movement bein delivered to Gary, Indiana; Chicago, Illinois and Milwaukee, Wis., whi! the other 75% goes to the various ports on Lake Brie from Detro around the Southern shore to Buffalo and Tonovanda on the Bast. The bituminous coal is loaded into vessels from ports on Lake Er: from Toledo to Erie, Pa. The anthracite coal is loaded into vessels at Erie, Ba., and BufFal N. T. 49S Fourteenth Safety Congress Tlie coal shipments are, therefore, in reverse movement to the iroi ore and grain and provide a load each way for- a great many vessels ii the fleet. - The grain is loaded at various ports in the upper Lakes region, mot of it being discharged at Buffalo. Stone is loaded at the islands in Lake Erie and at Calcite in Lai Huron and as it is used in blast furnace operation, follows the cours of the iron ore movement. The record cargoes carried to-date are: Iron Ore in 19207-----------------------------------:------------------------------ 14,137 Gross Tons Coal in 1918______________________________________________:------ 14,767 Net Tons * Grain in 1922____________________-513,000 Bushels Owing to the lowering of Lake levels, due to the drainage at Chicaf through the Chicago Drainage'Canal and other causes, it will probab be some years before these figures are exceeded, the loading mark beii over a foot lower this year than the maximum depth of 20 feet Wb< those cargoes were transported. It will thus be seen that the largest vessels have a carrying capaci of 14.000 tons of iron ore or coal and 500,000 bushels of grain. T average carrying capacity of the vessels in the fleet in. 1923, the big yea was approximately 8,500 tons, the entire fleet being able to move 3,200,0 tons in one trip. From Buffalo to Duluth the distance is 1,000 miles and vessels Cf sume four days in the trip under load. Vessels leaving Cleveland without cargo and with good sailing c* ditions will return from Duluth with a cargo o ore in seven days. For the handling Zof the commodities mentioned there are located the Great Lakes 117 grain elevators, 76 ore docks and 304 coal docks 1 the loading and unloading. The number of men directly involved In sa ing the vessels and in the operation of the handling facilities would ceed 50.0000 in a season sueh as 1923. - Early History in the Handling Prior to 1SS9. both the ore and coal were hoisted to and from ves first, by the use of, horses and later by the use of small donkey engii located on the edge of the dock, the vessel rigging being utilized snatch block fastening. The vessels of this period were small, the steamers ranging from to 1,000 tons capacity and the sailing vessels from 300 to 600 tons, hours being consumed in the handling of the cargo. In 3 SS9 steam miaehinery, having runways about 50 feet above ground and about 200 feet long with a trolley and iron buckets were into general use on the ore docks but the hand shoveling was still effect. However, with the increased facilities thus provided, the bullcl of larger vessels. oC steel construction, was started, the capacities n ing from 2.000 to 3.000 tons which were discharged in 12 hours. kLj Marine Section 499 the machines mentioned and 70 men being required to accomplish the task. The ever increasing movement of! iron ore and the prohibitive cost ot hand shoveling, coupled with a scarcity of proper hold labor brought about the invention of the clam shell bucket and in the early years of 1900 numerous plants were erected with clam shell capacity as high as five tons. From this date the evolution was very rapid. The construction of the vessels was altered by using the arch type in the hold, eliminating all beams and stanchions affording the clam shells free clearance to work with greater speed and efficiency, until at the present time clam shells lifting 17 tons per minute are in use, enabling vessels carrying 13,000 tons to be unloaded in tbe* sbort space of five hours with but 29 men involved in the operation. New records in loading and unloading of ore were accomplished in 1921 when the Steamer D. G. Kerr, of the Steel Corporation fleet, was loaded at-Two Harbors, Minn., with 12,508 gross tons of ore in sixteen and one- half minutes and was unloaded at Conneaut, Ohio, in three hours and five minutes. Of course, everything was all set for this operation at both ends of the route. What is true of the evolution in the ore handling was likewise true of the coal and today the railroad ear with 70 tons of coal is elevated to a point of clearance above the vessel and turned over, spilling the coal upon an apron and thence through a telescopic chute into the hold of the vessel. A modern large vessel is thus loaded in the space of eighf hours with but a handful of men engaged in the operation. The same vessel ofiT which the ore record was made was loaded witl Bituminous coal at Conneaut in the same year with 13,876 tons of cargc and 369 tons of fuel In four hours and 30 minutes. ' In the early period which I have mentioned there was hardly an or< or coal dock on. the Lakes that did not require almost daily ambulanci service. ^ Stevedoring Was a Most Hazardous Occupation Falling ore and coal, careless railroading, poor material used, in over head machinery in those days, the great number of men involved work ing long hours, all contributed toward making such class of stevedorinj a most hazardous occupation. The evolution in ship construction and handling machinery, with th< consequent elimination of hundreds of men in the task is mainly re sponsible for the clearance of these conditions. Compensation laws be coming effective in. most States with various codes to be complied witl and definite Safety programs, etc., have practically eliminated th thought of this class of stevedoring being any more hazardous than man; other occupations in industry. As ingress and egress on these vessels are accomplished by means a a ladder over the side a constant .source of serious injur 500 Fourteenth Safety Congress and death has been eliminated by forbidding anyone to use the ladder unless both hands are free, a lift line being provided for any luggage. Likewise from the spar deck into the cargo hold these same rulings are effective and' such precautions have saved many lives. Another precaution is an order that no one is to traverse the side ol the ship next to the dock while it is being loaded or unloaded. Tin toll of death from falling coal and ore and being knocked into the cargt hold by the handling machinery in the past is a long one but today on seldom hears of such an accident. There is a vast difference between the lake vessel and the coast ship ping and they are incomparable except in name. Mr. Marr, Secretary of The Lake Carriers Association, covered th< safety work aboard ship in a very comprehensive manner, at the Buffali Convention two yearslago, so I will not deal further with this questioi except to say that the dock men' co-operate with the vessel crews in th way of suggestions for better safety when the vessel is at dock. Most Injuries Occur When Tonnage is Stored On an ore dock where a large tonnage is placed In storage for Winte consumption by the Blast Furnaces, when the Lakes are closed, it wi] be found that most of the injuries occur in this branch of handlin'g. The grades of ore must be kept distinct owing to the various analys] and these separations^ are made by cribbing the piles with old railroa ties, some of the walls reaching a height of 60 feet. Falling ore and tic are the cause of most of the injuries. Carelessness on the part of th men injured, or those working with them has considerable of a bearlnj I find, but as the machinery is all over-head and the ore being carrie with speed, at a great height, eternal vigilance is necessary on the pai of the men building! the walls. In the early stages^ of teaching safety, my experience was doubtles the same as that of many others, a lack of interest, but by continum hammering and directing to their attention the current accidents, the cause and preventiofir I find today a much different attitude. I am a firm believer in the use of the illustrated bulletin, displayir the right and wrongs methods, in promulgating safety but, I think tl value lies in making the proper selection of those that appertain to tl class of work engaged in by the men. SAFETY ORGANIZATION IN THE U. S. NAVY YARD AT NEW YORK CITY Lieut. Comdr. R- P. Hinrichs,. U. S. N., Safety Engineer, New York Ci The methods of safeguarding machines and moving parts at the U. Navy Yard at New York City probably do not differ materially frc those in use in certain commercial industrial establishments. Our efforts toward safety are directed largely to the instruction, ec cation, and indoctrination of the employees in the practice of safe . i-tr 'i 5iB3at : TM gfH3gaK.;e:r ms: Marine Section 501 in their Individual activities. To carry out this plan the following' organization is in effect--safety engineer and assistant, general safety committee, shop safety committees. Every shop in the yard has a shop safety committee consisting of the master of the shop and one or two assistants. The master is the permanent member while the additional members are taken from the supervisory groups in rotation to serve for three months. The duties of the shop safety committees can be expressed by quot ing from the Navy Yard, N. Y., Order No. 33 of 8 February, 1924: Duties: (a) To see that safety^bulletins and other safety notices are posted In conspicuous places where they will be seen by employees. (b) To instruct, caution, and advise all employees under their charge or associated with them in regard to the use of safety devices provided, the necessity of being careful at all times, of avoiding unnecessary risk and of observing the sanitary laws. lc) To investigate and report on all accidents occurring in each respective activity, the cause and the responsibility of preventing such accidents in the future. r Cd) To suggest any necessary change to improve ventilation or sani- tation. (e) To encourage all employees to make reports and helpful sug gestions in regard to thejmprovement of unsatisfactory or insufficient safety devices or unsafe or unhealthful working conditions. The shop safety committee head will consider all suggestions received in this connection and will report to the safety engineer monthly, or immedi ately if the circumstances require, the necessity for improving the con ditions reported on. Such reports should be sufficiently detailed for a clear understanding. _ (f) To see that safety devices provided or installed for use are kept in operative condition. (g) The duties outlined herein do not relieve the members of the shop safety committee of any other duties assigned them by proper authority. (h) The shop safety committee head will, prior to the fifth of each calendar month, submit to the safety engineer a report on the safety and sanitary conditions Tor the preceding month, of the activity under his charge in accordance with the form given in paragraph 1 B (g) of Commandant's Order No. 33 of 8 February 1924. The general safety committee is organized at present as follows: The Safety Engineer. Master Mechanic Building Trades. Master Sheet Metal Worker. Master Boilermaker Quarterman Laborer--Supply Dept. Its duties are as outlined in Navy Yard Order No. 33 just referred to and are as follows: 502 Fourteenth Safety Congress (a) To meet in the office of the permanent board of investigation 9:30 a. m., on the second Tuesday of each month. (b) To analyze the compilation of accidents occurring at this ya for the preceding calendar month, which is prepared by the saf engineer, with a view to recommending such remedies or devices as vv tend to eliminate or reduce the number of accidents from each cause lc) To analyze the shop safety committee reports with a view improving the conditions reported on, and to advise upon the desiral ity of action on the suggestions for the improvement of safety and sa tary conditions which are contained in these reports. (d) To act in an advisory capacity to the safety engineer in nection with any other matters concerning the safety and sanitc conditions at this Navy Yard which he may see fit to bring to th attention. The office of the safety engineer also acts in the capacity of an inji office where the records of all injuries are kept and all forms and clai for compensation are made out and sent to the United States Employe Compensation Commission, Washington, D. C. Every accident is reported by the shop concerned and one of the ) lowing four reasons assigned: (a) Safety Lacking. (b) Failure Employees. (c) Unsafe Practices (d) Unavoidable. The accident is inquired into by the shop safety committee and the safety engineer. The shop sometimes reports an accident as " avoidable'' instead bf "failure employee" or "unsafe practices," which usually the case. When safeguards have been provided and not us such as is usually the case in eye accidents where goggles are worn, the accident is marked as "failure employee" and the emplo; reported to his head of division recommending that disciplinary act be taken. This course usually has a salutary effect on that emplo at least. Various Shops Get Benefit of Safety Posters Posters are procured from the National Safety Council each month ; posted in the various shops and are rotated so that the different sh may have the benefit. A monthly report of accidents is compiled in the office of safety gineering giving the standing of shops, comparing total accidents i lost time accidents with the previous month; giving the anatom: location of the largest number of accidents for the last month; the ca of lost time accidents; and classification of accidents. The import part of this report .is the listing of shops in accordance with tl standing determined by the number of hours lost per 1,000 work hours. This report is sent to all the shops from the commandant's oi and a healthy spirit of competition fostered thereby. The General safety committee analyzes this report and the mom ,1-1- .rii .. MMWlfflt Marine Section 503 report of shop safety committees and then submits its report to the commandant, recommending such safety measures as will tend to reduce the number of accidents and reporting the progress made on previous recommendations. The office of safety engineering prepares a quarterly report giving th general condition of the yard and shops from a safety standpoint. This report is submitted by the commandant to the Assistant Secretary of the Navy. The safety engineer's office also submits four monthly forms to the Assistant Secretary of the Navy (Navy Yard Division). These analyze all accidents occurring during the past month as follows: (1) Accidents and time lost by shops, giving standing of shops, hours worked, average number employees, number of accidents, number of accidents per 1,000 hours worked, hours lost by accidents, hours lost per 1,000 hours worked, percent perfect. (2) Causes of accidents. (3) Causes of accident lost time. (4) Anatomical location of injuries. These reports are sent in by all Industrial Navy Yards to the Assistant Secretary of the Navy where they are studied and the standing of the Navy Yards and Stations compiled for the entire Navy, blueprinted and sent out to the activities concerned. Navy Yard funds are very limited so the application of safety devices and methods that involve an expenditure of money can seldom be undertaken. However, by the study of accidents and through efforts to instruct the employees in safe methods of doing their work with out lessening speed or accuracy, the number of lost time accidents has considerably decreased. Our goal is to make every man think and work safely as well as efficiently. Chairman Welch called, on Mr. Bush to read paper program. by Mr. Outwater. CONSIDERATIONS OF SAFETY WITH SFECIAT. REFER ENCE TO TANK STEAMERS Addison Outwater, President, Tankers Corp., 17 Battery Place, New York, N. Y,, Not having had the privilege of attending your Congress heretofore and not having had an opportunity to follow the activities of the en deavors in connection with the cause of safety, I am afraid that any remarks which I may make in regard to the general theme of marine safety and personnel may be a duplication of what has already been before you. If it is a duplication, you will understand that it is not intentional but because of the fact that I have not had the opportunity of acquainting myself with what has gone before. Most of my experience in connection with shipping, while it has extended over a great imany years, has been, to a large extent, of an 504: Fourteenth Safety Congress executive nature and for that reason I will not deal. In my remarks, i connection with any of the technical phases of safety. There is no que tlon but that you have ample talent to suggest ways and means f< safety appliances and safeguards against fire hazard, explosion ar various mechanical faults. When I was asked to prepare a paper for the Council, my mind w; directed more particularly to some recent experiences in connection wil damage claims on behalf of personnel, and it seemed to me that it about time that there is some activity on the part of - owners and ex plovers, not only to safeguard the lives of workmen, hut also to saf guard themselves from fraudulent claims arising from an accident < by other means, for which the employer or ow.ner should not be respo sible. but before which he finds himself helpless. Practically everyone answers the call of humanity in the cause the avoidance of suffering and I ' do not want anyone to think th I am against the laws or measures which are in force requiring a employer to look after the welfare of an employee, but the demands up the employer are growing more stringent and excessive every day, wi the result that insurance premiums for protection are, in many Hn of business, proving to be a very heavy burden, and particularly in shl ping we find that any additional expense is likely to cause a differen between breaking even and a loss--it is difficult to figure at any tic on a profit. Would Have Seamen Pass Health Examination What I have particularly in mind is fraudulent--or what amounts fraudulent--seamen's claims. I have in mind particularly a case of a petty officer on one of o steamers, who came on the vessel in apparently good health except f a slight cough. It Was at a port where it was difficult to get officers, aj in order not to delay the vessel, the man was employed without mu investigation except seeing that he had his proper license papers. T vessel met with rough weather and he got wet, certainly not an unusu circumstance for a man on board a vessel. He came back to the Stat end left the service of the vessel. About six months later we beg getting letters from him "from some point in Arizona, asking what 1 were going to do about his maintenance and cure, that he had cc tracted tuberculosis on board the vessel. Regardless of the fact th we: got affidavits from other members of the crew and it looked though there was noT question but that the man had the disease wh he came on board, nevertheless, it was considered by the underwrite as the proper thing^to settle the claim and get rid of it, as it wot be very expensive to defend a case of this kind and the man wot probably get a favorable verdict. The insurance companies can multii cases of this kind many times. I cite this case and offer the sugestion that it may be well to consid the necessity of starting a movement requiring all seamen to pass health examination before going on board vessels. I hate very much Marine Section 505 offer any suggestion Which requires more regulations and red tape, but if such, regulation would reduce the claims, would it not also reduce or lessen the so-called accidents for which the owners and employers are responsible, and make a lower percentage in the column of accidents? At any rate, it might;be a good idea to have the officers and sailors, before signing them on, present a certificate of good health, or failing to present same, the owner could not be heSd responsible for any sick ness that might develop while in his service. Another thing that occurred to me in connection with the matter of safety is the need of some central bureau for disseminating information on safety to interested^ parties. Of course, the bureau should be organ ized so that information of a general character could be disseminated to all persons and then specific Information disseminated to those especially interested in some particular line of work. For instance, a person interested in the operation of tankers is concerned with certain safety requirements which are not met on a cargo vessel or are not met on shore, and of course, the reverse is likewise true. This Informa tion service, it seems to me, could best be handled by tbe underwriters, say by the American Steamship Owners Mutual Protection & Indemnity Association. With their wide experience with various kinds of accidents and claims which are made from time to time, they can gather data which, if placed in the hands of someone who is capable of drawing the proper conclusions, he could formulate some advice which, if trans mitted to their members, would prove valuable in reducing, and in many cases eliminating, accidents. Information Will Prevent Accidents I bave in mind particularly one case where several members of a crew were gassed in one of the tanks of a tank steamer. After tbe tanks had been aired for about forty-eight hours with wind sails, it was thought that it was safe for the man to go down and one man went down unaccompanied and without any rope being attached to him. He had hardly reached the bottom of the tank before be became unconscious and - two men were overcome in trying to rescue this one man. The officers in charge of the ship had been on tank steamers for a good many years, and it seemed very strange that they did not warn tbe man to take proper precaution. If tbe man had had a rope around him, as soon as it was evident that he was being overcome by the gas, he could have been hauled to the air, and thus an accident of this nature could have been avoided. There were no. fatalities, but there was extra expense and delay in taking the men to the hospital and they might have claimed that they were injured for life. Certainly, circumstances of this kind have probably occurred before, and if information of tbis kind was passed on to others In a similar line of business and general instructions then issued to masters on board tank steamers, it might tend to save lives. 506 __Fourteenth tsajety uongress Possibly your Council has some sort of a scheme for disseminate safety information, but I do not think that this extends to owners, i do I know what your1 method of organization is for disseminating ini mation. to the marine section. Certain'ly I do know that we have : received any advice ourselves of any nature, or any suggestions wh would be of value in the way of instructions to members of our ere and while, as indicated, I show ignorance of your organization and w you are doing, I think it must be true that you do not have information disseminated through insurance sources, and it seems me that this would be the best channel for the dissemination of infon tion, because almost everyone is insured, but it is quite probable t a number of companies, in fact a good many, would not be read through any bureau which your goodselves might establish. Chairman- Wkx.cm: Thank you, Mr. Bush. tion with that subject? Any discussion in coni R. F. Edwards (Prudential Insurance Company, Newark, New Jerse air. Chairman, that brings out a very important factor in accident ; ventiou, and, that is, the previous health of the employee. If I remember correctly, last year, I was able to present statistics wl showed that the death rate from bronchitis, with its resultants, bror or lobar pneumonia, asthma, hernia, and rheumatism, eventually res ing in the impairment of the valves of the heart showed an exces mortality, ranging from 50% to 100%. Now, of course, these conditions are not necessarily developed du the course of a man's work aboard ship or otherwise. Some of the ditions were due to bad living conditions which he encountered in various ports. Of course, unless a man is prepared physically i bound to effect him mentally and he is likely to become .careless become a prey to accidents after that. I do not know just how far law covers conditions of that kind. I presume if a man is proven t in an understandard condition prior to shipping, possibly there w be no come back. However, I would like to ask if anybody here ki just what is done in this respect; just how far the health of seam* taken care of in the shipping industry of this country. Captain Evans; This question raised about the examination of before they are put aboard the ship is one which surprises me s what. Now, I have talked generally about the examination of men and other thing of eliminating fraudulent claims. I might say that Bureau to which iThave- referred is still in existence and is still run and has been open and accessible to private American Steamship ov since the war. I have referred, gentlemen, to the subject of examination and fn lent claims. I think those two things offer possibly as brpad a fiel the elimination of claims as any one phase of this subject offers. Chairman Wki.cii: Is there any further discussion on any of subjects? None? 8SgBja'^iajgyas* na jragygg *i--d n mm.iTf.irr- ^ 11 \Hfc.ia3a^UBl^JjB5i5i6ss^MMBOBfcli^BBfc^jicjLjSMgjaBi2k3i LAimmm aim Marine Section 50T I would like to have a report of the Nominating Committee. R. F. Bdwasiis (Prudential Insurance Company, Newark, New Jersey) : The following are the nominations: Chairman. W. IS. Welch, Safety Engineer, The Travelers Insurance Company, New York City. First Vice-Chairman, C. H. Potter, Potter Transportation Company, New York City. Second-Vice-Chairman, Robert F. Hand, Assistant Manager, Marine Department, Standard Oil Company (N. J.), New York City. Third-Vice-Chairman, Captain R. C. Brennan, Operating Manager, Pacific Steamship Company, Seattle, Washington. Fourth-Vice-Chairman, Charles E. Cole, Superintendent, Ohio & Western Pennsylvania Dock Company, Cleveland, Ohio. Secretary, A. J. Smith, Marine Surveyor, Marine Officers of America, New York City. Captaix Irving L. Evans . (U. S. P. & I. Agencies, Inc., Emergency Fleet Corporation, New York City): I move the unanimous election of the Officers designated by the Nominating Committee. M. E. Amirans (Safety Engineer, Waterfront Employers' Association, Seattle, Washington) : I second that motion. Chairman WEr.cn: Captain, Evans, will you put the motion? Captain* Evans: It has been moved and duly seconded that the Chair man and Vice-Chairmen and Secretary designated by the Nominating Committee be elected for the coming year of the Marine Section. All those in favor of the motion will please signify by saying, "Aye"; con trary, ."No." The motion is carried. Chairman Welch: I was very reluctant to take this Chairmanship for this coming year. It might look as if I was trying to be a permanent Chairman, but I did want to leave this job to somebody else. I desire to thank the Section very much for this honor. We have one of our newly elected Vice-Chairmen here, Mr. Cole. Charles E. Cole (Superintendent, Ohio & Western Pennsylvania'Dock Company. Cleveland. Ohio): I thank you for the honor conferred upon me. THURSDAY MORNING SESSION The meeting convened at ten o'clock, W. E. Welch, Safety Engineer, The Travelers Insurance Company. New York City, presiding. Chairman Welch: We will call upon Captain Irving L. Evans, U. S. P. & I. Agency, Inc., Emergency Fleet Corporation, New York City. MARINE SAFETY OF PERSONEL Irving L. Evans, Vice-President, United States P. & 1. Agency, Emergency Fleet Corporation, New York CityI I have been trying to obtain some accurate measure of what has been accomplished by the Marine Section towards accident prevention. While its accomplishments cannot be definitely measured at this time, there 508 ~ Fourteenth Safety Congress has undoubtedly been much progress made. More people t *ee terested in the subject of accident prevention in the marine iaiM than ever before. While that is only one of th.e many benefits srii from the establishment of the Section, it is alone sufficient to jw and warrant its establishment and to compensate in a measure a% h those who conceived the idea and worked for its fulfillment. Appeals for accident prevention have been directed, through the Ms Section, to the intelligent and enlightened self-interest of the shlpows Interest in the subject has been aroused in some quarters of the Indus I believe tbat there is more appreciation now than there was only years ago of the fact that safety pays on ship as well as in shops am railways. The human element is coming more and more to the sur and those vessel owners who have not already done so must apprec sooner or later that it pays to treat their workers, their fellow-i fairly and to see that they are protected against accidents and ill just as far as it is reasonably possible. A shipowner should exercise just as much care in the selection oi officers and crew and in looking after their physical welfare and con as he does in building and equipping his ship. If more vessel owners can be made to appreciate the fact that ' personnel on boajrd ships should be safeguarded, their lives and h< protected, to get the greatest efficiency from their capital investe ships, a great step forward would be taken, towards accident prevent: I tried to emphasize at the meeting two years ago the necessity adequate data to show how and where to prevent accidents. I ref< to this point in part as follows: "The marine industry is seriously -handicapped in that there i source of information, reliable or otherwise, showing even the apj mate number of major personal injuries, to'say nothing of those minor nature, occurring on board ships. The first and one of the important steps -in accident prevention is to know the numbei principal causes of accidents, in order to get at the root of the diffic and correct them. It is therefore of interest to shipowners, either th their respective ^associations or otherwise, to collect, compile, cl and distribute such information." Industry Has Not Sufficient Accident Data There has been little, if any progress made towards the compilat: data for the simple reason that there seems to be no one willing o to furnish the necessary material. There are several reasons might account for the lack of available information, or the reluctai the part of shipowners to furnish it; first, claims arising out of pe injuries, deaths and illness constitute less than 50% of the against the average ship and ber owner; second, many companies keep their records in such form as to make the material on in deaths and illness readily available, the Information being included i all their claims covered by protection and indemnity insurance; Marine Section 50* there Is undoubtedly a feeling, on the put eC sau at leant, tttat * fur nished, the information would be used is annee. nunnmr ileffWa'acaf to the best interests of the particular vend esaar; flaniTil, taera. In an apparent lack of interest and a general IndIMeraacs on ibw put C veant owners as to what compiled data, of this ctnnwter wooJd show, for the reason that they have or can get, pcuteetSoa sad iiwfWmntTj insurance against accidents to and illness of members of their crews, and fifth, the shipowner has more interest in claims arfstag oC of the carriage of cargo than in the others for the reason, that merit rtfimt are made by the shippers with whom he does business. Without the business of these shippers he would be unable to operate his vessel successfully. His thoughts are, therefore, first and foremost of those claims which most directly affect his interests. In other words, his attitude is to protect his individual interests and handle his claims and data without relation to anyone else and without relation to the marine industry as a whole. There is no doubt that the British and other so-called. P. & I. cluba have much data which would, be valuable for use in accident prevention work, but this is kept by these foreign underwriters for the purpose oi fixing insurance rates. The number of accidents and illnesses resulting in claims constitutes, as already pointed out, only a small percentage of ^the total P. & I. claims of the average shipowner. For example, the following table shows the number and nature of claims settled by the company with which I am associated, during the fiscal year ending June 30, 1925: Number Nature of Claims of Claims Cargo Damage----------____ 2469 Cargo Shortage ___ 9043 Cargo Pilferage - - -- 974 Personal Injury_____..... 678 Illness ......................... 504 Death ________________________ 39 Dock Damage.................= 158 Fines and Penalties. ___ 485 Miscellaneous ____.. * 3420 Percentage of Total Number of Claims 13.89% 50.89% 5.48% 3.82% 2.83% -22% .89% 2.73% 19.25% Amt. Paid $323,340.82 467,339.45 25,901.84 420,235-44 30,145.79 48,349.72 29,321.67 37,751.52 82,260.59 Percentage of Total Amount Paid 22.08% 31.9 % 1.77% 28.69% 2.06% 3.3 % 2% 2.58% 5.62% - Totals ................... ...___17,770 100% $1,464,646.84 100% The foregoing tablejncludes some claims which arose prior to Febru ary 20, 1923, on which date the United States P. & I. Agency, Inc., tool over the handling of claims arising on Shipping Board vessels. It als< includes a part, but not all, of the claims arising between that date am June 30, 1925. As previously indicated, the figures .-represent the claim: disposed of either by settlement or litigation during the fiscal yea mentioned, but the claims did not arise during that period alone. 510 Fourteenth Safety Congress The table shows the number of claims of the various classes, the per centage of the whole which each class represents, the amount of money paid in connection with the particular class of claims and the percentage of the whole which that sum of money represents. A comparison of the percentage of the number of claims with the percentage of the money paid out is very illuminating and interesting. Based upon years of experience, first, at seas on ships; second, in handling thousands of men of all grades of both licensed and unlicensed members of ships' personnel, and, third, in handling, as an admiralty lawyer, thousands ofTTreports, claims and suits growing out of injuries and illness occurring^n board ships, it is my confirmed opinion that th best results towards accident prevention can be" obtained by a campaigi of education, first, among the office personnel and shore staff of th vessel owner or operator, and second, among the licensed and unlicenset ship personnel. The kind of education needed must be apparent ti> anyone connecter with the marine industry. I shall, however, give a few illustrations. The courts have held, for example, that a seaman does not assume tb risk of working with defective appliances or -equipment. See Cricket S. Co. "vs. Parry, 263 Fed. 523. Panama R. Co. vs. Johnson, 289 Fed. 964. Lynott vs. Great Lakes T. Co., 202 App. Div. 613. It is apparent, therefore, that the use of old, worn out and otherwis defective equipment or appliances is not only dangerous but als expensive. - The idea that it isJalse economy to use defective equipment or appl ances should, therefore, be driven home to the owners, shore staff an the men on the ships7 A frequent source of very serious accidents Is the leaving open < hatchways without guards, lights or other protection. The danger < this practice should be repeatedly brought home to the port officials < owners as well as the men on the ships. Another cause of linjuries which should he emphasized is defectiv unsafe, unguarded and unlighted ladders and gangways; still anothe and one which usually produces most serious accidents, is the failure remove all hatch covers and strongbacks from hatches before attempt!] to remove cargo, dunnage, tools or other material. Where the hate covers and strongbacks are not removed, they are frequently pulled o of place and fall into the.hold upon men working therein. The resu] are self-evident- - Those responsible for the occurrence of serious accidents from t above and other causes are almost always acting with the very best intentions, either to avoid condemning and discarding equipment a appliances while it still has some life in it; to avoid the incurrence unnecessary repair bills, or to save time and labor. All of these inste of being economy and efficiency result frequently in . serious aceider and large financial loss. : --i : a! IriStiWia^ . tsaw itkiii Marine Section oil I suggest herewith,, a tentative classification of data, of personal in juries, deaths and illness. If acceptable and adopted, it will serve as a groundwork for statistical purposes along uniform lines. It is impossible to offer, within the limited time and space available, a classification which accurately covers the marine industry In the detailed way in which it should be covered. My suggestions are, therefore, prepared for the classification of illness, personal injuries and deaths arising out of the operation of ocean and coastwise vessels with particular reference to claims which are usually covered by Protection and Indemnity Insurance or which are known as ship's liability. I. TYPES OP SHIPS 1. Passenger. -- 2. General and Bulk Cargo. 3. Tankers. 4. Colliers. 5. Refrigerator. I 6. Tugs. 7. Barges. ' ^ II. TRADE ROUTES 1. North Atlantic, including North Sea and Baltic ports. 2. Mediterranean and Black Sea ports. 3. Africa. ^ (a) West Coast. (b) South. . 4. Par East from Atlantic and Gulf ports. 5. Par East from Pacific Coast. 6. South America. (a) East Coast. (b) West Coast. 7. Coastwise, West India and nearby foreign. 8. Intercoastal. 9. Others. ___ III. AVERAGE 1. Length of time ships in operation. 2. Personnel employed. (a) On passenger ships. (to) On cargo ships. (c) On tugs. (d) On barges.IV. ' IV. CAUSES OF ILLNESS AND DEATHS 1. Members of Crew Arising from: (a) Natural causes. (b) Climatic and unsanitary port conditions. (c) Alleged unsanitary conditions on board ship. 12 Fourteenth Safety Congress (d) Personal negligence. (e) Personal vice or misconduct. (f) Negligence of fellow employees. (g) Negligence of other persons. (h) Defective, improper or insufficient equipment. (i) Lack of or defective safety appliances. (j) Other causes. 2. Non-members of Crew Arising from: (a) Defective or insufficient (1) ^Gangways. (2) Ladders. (3) Rails, guards, winches, life lines or other equipm (b) Negligence of ship's personnel. (c) Natural and other causes. V. CAUSES OF INJURIES A. Members of Crew 1. Unseaworthiness of ship. (a) Defective or insufficient ladders, gangways, grati stages, platforms and appurtenances. (b) Defective or insufficient standing rigging, run gear, tools and appliances. (c) Defective or insufficient hand rails, guards, life Is lashings, fastenings and attachments. (d) Inadequate or no light. (e) Defective or insufficient engine room or boiler rc equipment, tools, machinery, appliances and purtenances. (f) Defective main boilers or engines. (gi Defective or insufficient windlass, steering gear, winches, valves and appurtenances. (h) Open, unguarded or unlighted hatchways, stain eompanionways, alleyways and other thoroughfar (i) Lack of or defective safety appliances. (j) Other defects. 2. Contributory negligence. (a) Partial. (b) Complete. 3. Negligence of fellow workers. (a) Officers. (b) Other members of crew. 4. Negligence of other persons. ~ 5. Act of God--Perils of the Sea. B. Non-members of Crew. 1. Defective, insufficient' unlighted or unguarded (a) Gangways. (b) Ladders. Marine Section 513 . VI. (c) Stairways. (d) Companionways. (e) Alleyways and other thoroughfares. (f) Rails, guards or life lines. 2. Open, unlighted or unguarded hatchways. 3. Negligence of ship's personnel. 4. Other causes. PERSONS INJURED A. Members of Crew. 1. Deck Department. (a) Masters. Cb) Mates. (c) Other deck crew. 2. Engine Department. (a) Engineers. (b) Engine room crew. (c) Fire room crew. 3. Stewards' Department. (a) Stewards. (b) Cooks. (c) Butchers. (d) Bakers. (e) Waiters. (f) Messmen. (g> Others. B. Non-members of Crew. 1. Passengers. 2. Repairmen. 3. Supplymen. 4. Longshoremen. 6. Other licensees. 6. - Trespassers. . J- C--: The importance to each shipowner of knowing just what accidents a: occurring on his ships and what they are costing must be apparent anyone who thinks upon the subject. First, if the rates paid by shipowners for protection and indemni insurance do not take care of the claims arising, the owner will face s assessment or increase in rates. More often than not the vessel owm due to the lack of exact information, does not know whether or not 1 assessment or increase of rates is warranted by the facts. How ma vessel owners are there who can. say today whether or not the rat they are. paying for P. & I. Insurance are fair, except as they may jud by the- competitive rates offered by other insurers? Very few, assure you. _ , Second, shipowners pay thousands of dollars, yes millions, annual either directly or through their P. & I. underwriters, for injuries to a deaths and illness of their ship personnel, (a) for. maintenance and cure, and (b) as damages under the general maritime law and Section 33 of the Merchant Marine Act of 1920. Are such payments more economical to the American Merchant Marine and of more benefit to the seaman than would be a National Workmen's Compensation Act covering all seamen? There is not sufficient data available to make an exact answer to that question. Workmen's Compensation Act Covering Seamen Needed All the legislation passed by Congress in recent years affecting seamen has been favorable to their interests. It is my opinion, therefore, that it is only a. matter of time until there will be steps taken towards the passage of a Workmen's Compensation Act covering all seamen. When and if that sort of legislation is introduced in Congress and the vessel owners are asked to tell the Congressional Committees whether or not it should be passed and why, what will they say? They will then need detailed information of the general character called for in the outline which I have suggested. I have no hesitation in saying that in my opinion millions of dollars would be saved to the marine industry if there were a Workmen's Com pensation Act covering that industry. At present vessel owners are being mulcted' of thousands upon thousands of dollars by unscrupulous lawyers and only the smaller part of this money goes to the seamen. In conclusion, I would say that in my opinion it will be to the common advantage of every American shipowner and operator, as well as to the entire marine industry, to keep accurate record of accidents and illness along the general lines suggested, or according to some similar general plan, and to see that this information from all sources is compiled, con solidated, and distributed for the guidance and benefit of all. The United States FT & I. Agency will undertake to classify all the information available from its records along the general lines suggested and will make this information available for consolidation with that furnished by the private companies. Chairman Wfxcji : Are there any questions now? None at present. --. \Ve will call on Mr. M. E. Arkills, Safety Engineer, Waterfront Em ployers' Association, Seattle, Washington, who will deliver his paper on "Experiences in Safety of the Seattle Waterfront Employers' Associaton." A YEAR'S ATTACK ON STEVEDORING ACCIDENTS ON PUGET SOUND - M. E. Arkills, Safety Engineer, Waterfront Employers of Seattle, Seattle, Wasfu ' More than 3,600 years ago when ancient mariners pioneered; the sea for early. maritime commerce nations, stevedoring accidents could have been classified under a single principal cause, viz., "Hand-handling Marine Section 515 of Carso," if they had given any thought whatsoever to the subject. Ships were manned with slave labor; they were built small and shal low; and the goods handled were precious and compact. From this single cause of accidents in cargo-handling of.the ancient mariners, that of "hand-handling", we have grown to the extent today where eighty causes are hardly sufficient for a proper working analysis of longeshore accidents for with the development of commerce came crews of free, skilled men and larger sailing vessels, greater carrying capacity of the deeper holds and the use of simple machinery, such as hand-winches; then larger ships with steam power and steam .winches, and finally, the huge freighters capable of taking many train loads of cargo and equipped with complicated mechanical gear. With each in crease in size of ships and each addition to cargo-handling equipment, hazards were multiplied; and the loss of life and limb became less and less tolerable until today personal injuries to longshoremen are no more tolerated by sea-faring commerce than in industry. Just a~ year-ago the longshoremen and truckers and Waterfront Em ployers of Seattle began a definitely organized attack-on stevedoring accidents. The first step was the employment of a trained, experienced safety engineer to bring the lessons-in accident prevention gained in factory and construction work to the waterfront. The next step was an analysis of causes for if we know the. cause of an accident we may be able to prescribe the cure. If we know the predominant causes we may direct our efforts where they will do the most good. And if a second analysis covering the last half of the year's work shows a con siderable reduction, in those causes that headed the list in tbe first analysis we may rightfully conclude that our efforts are not in vain. Results of First Year's Safety Activities Justify Work That is the result of our first year's experience in our Puget Sound ports. For example, "struck by swinging objects" was the predominant cause with us a year ago, this one cause (out of 80) claimed 14ofa of the accidents; during the last half-year, this cause has been reduced. Again, "wrong orders" was a serious thing last_ year, running neck and neck with "swinging -objects", while - this year it is practically elim inated. The line of attack on both these prolific causes was added authority for the hatch-tender who controlled the gang, for all too often he had been only a signal- man even at times taking orders from the men working in the hold of. the ship. The analysis also provided for fixing, responsibility for accidents be tween the men, the methods and the tools or. equipment in longshoring as in - manufacturing, according to : the logical thinking and utterance of our referred late co-worker, .''Ralph Richards, "Men" and "methods" were equally responsible, each, one for nearly, half the accidents; equip ment being responsible for a- small number but serious in - nature. The usual safety experience in dealing with the personal equation is lound to be. just, as applicable to longshoremen as to any other'group `of :uu workmen and includes tlie use of bulletin boards, personal contact with the men while at work, and educational work generally. The methods or management supervision to a peculiarly high degree are dependent upon the foremen in stevedoring for the plant is the ship which changes constantly; and the foreman is removed from the supervision of his stevedoring manager and must be all things to all men on the ship over which he is in -charge. Moreover, the diversity of the conditions of work with the many types of ships, kinds of cargo, varying conditions of tide, weather, etc., together with the varieties of methods of stowing cargo adopted by the different men', require an expertness and adapt ability of the supervising foreman not usually found in such high degree in most other industries. It seems desirable to emphasize in this paper the third group of res* ' visibilities, that of tools or equipment, which in stevedoring may be classified as ships' gear and stevedoring companies' gear. The Pacific Coast stevedoring companies have attained an enviable reputa tion for developing on the whole safe and efficient cargo-handling gear. The same cannot be said of ships' gear for ships come from all nations and sections of the globe, plying to and from our ports with all kinds and conditions of gear, some safe and many unsafe. The remedy lies in far distant headquarters offices and even goes back to ship construc tion design. Eternal Vigilance Needed to Have Safe Cables Ships' gear may be divided into two classes for convenience, fixed gear and running gear. Under running gear we may classify and con sider, first, the falls or cables that lift the cargo; then the sheaves; and finally the winches. T Falls are a most important part of ships' gear. To have safe falls requires eternal vigilance on the part of crew and longshoremen. We fix responsibility principally on tbe hatch-tender who is working right around the falls all his time. We have taken steps to educate our people by the use of a bulletin on the evils of the several wrong means of making wire rope fast. For the engineering data that was used in the making of this bulletin we are indebted to John A. Roeblings Sons Co. It is a surprise to many that by tieing a piece of wire rope into a small link or loop its strength can be impaired 50%, or more. Ex amination of wire rope to determine its physical condition by simple inspection is a most desirable thing and we believe it practicable to use the English rule as a basis for such inspection which is "No wire rope shall be used in hoisting or lowering if in any length of eight diam eters the total number of visible broken wires exceed 10% of the total number of wires, or the rope shows signs of excessive wear, corrosion or other defects which in the opinion of the person who inspects It render it unfit for use." When we bear in mind the further facts that wires seldom ever break except on the outside or crown of the strand, and that wear is usually most excessive oh the outside we are Marine Section 51' inclined to think that at least visual inspection for physical condi cions is most valuable. Sheaves, blocks, etc., require considerable care and vigilance, esp< eially the heel block which should be secured in position to keep i from whipping. Winches are a vital part of ships' gear. They must to be safe be kep in good mechanical condition. Further the position of operating leven the freedom with which they work and the position the winch-drive has to take to operate all enter in. Some of the things that mak winches unsafe are bad back gears, clutches, and means of keepin clutches in mesh. Another important item is the operating valve where they operate hard, stick, or are otherwise touchy or jerky i their operation. The perfect winch is yet to be built. So much for .running gear; fixed gear and equipment includes boom mast, mast shrouds,...topping lifts, cleats or loops for making fa booms, guys, hatch-beams, hatch boards or covers. Booms may po sess latent defects which, under the paint could not be detected h inspection. Howevera truss and strut or a beam test once a year woul not be impossible. A proper test of one boom would have saved a life i Puget Sound recently.- Masts could be subjected to a test under simile conditions with special equipment; not necessarily cumbersome equi ment either. Mast shrouds should he watched for corrosion and tl like. Topping lifts should be carefully handled to prevent them ge ting away, and to see that all shackles, blocks and wires are in got condition. Cleats or loops such as are generally in use are inadequaand are positively known, to have cost many human lives. They'a: too small in diameter and seriously impair the strength of the 11m made fast to them. The lines should pass around something larj like butts at the proper angle before being made fast. Hatch Beams Should Be Handled with Care Hatch beams, should be handled with care to prevent bending thei A bent beam will make impossible the fitting of batch covers. Hate boards or covers are a serious problem and require a well-establishi replacement program on the part of the ship operating company. She or broken hatches make a most unsafe place for workmen and ha caused numerous accidents many of which were fatal. Some compaui have splendid replacement policies. One company making Puget Soul on a regular schedule carries a good supply of extra-hatch hoards reai to fit in place of a broken one at a moment's notice. Captain Tel invention of a single folding hatch cover may be the solution .to tl hatch-cover problem; or the growing practice of sectionalizlng t batch-cover in four or six sections. However slow may be the progress in getting steamship operators their far distant headquarters offices to co-operate by improving shi] gear, stevedore gear of the local companies is kept- up in excelle shape. And of course, main reliance for progress in accident prevent! teMuUi work among the many longshoremen and waterfront employers is in safety education which includes meetings of the joint safety committee of men and management where men share equally with the management in the determination of all policies affecting safety; foremen's dinner meetings, with the several ports represented; and in larger meetings of dock men who have the lives of their fellows below always in their care. We cannot afford to pass this subject of education without paying tribute to the National Safety Council and Its executive staff who were instrumental in encouraging the Waterfront Employers to inaugurate a safety program and who have been exceedingly helpful ever Bince in the application of the safety experience of other industries to this one of cargo-handling. An increasing number of the Waterfront Em ployers are becoming members of the council and. it is our hope that the marine section of the National Safety Council will be instrumental in extending interest throughout the ports of this country, making it possible for us to benefit by and contribute to the subject of long shore safety. Conflict of Compensation Jurisdiction Is Serious Drawback One of the most serious drawbacks to the sound development of safety work in stevedoring in the United States arises out of the con flict of compensation jurisdiction. The Supreme Court has reversed three efforts of Congress to place longshoremen (who are fundamentally landsmen) under the jurisdiction of State Compensation Acts instead of under Admiralty, in a class with seamen. The effect is that all men injured aboard ship have their only recourse in the old familiar, "sue or settle" situation. From the safety standpoint this means that cases in litigation cannot be drawn upon for their safety value until after the case is decided by which time the experience is too "coTd" to be used in a live manner. This unsatisfactory situation, which means uncertain compensation to longshoremen and unlimited liability to employers, has been still further complicated by a recent decision of the Washington State Supreme Court to the effe'ct that, longshoremen who work alternately on land and on ship cannot be covered by the Workmen's Compensation Act of the state even for that portion of their time spent on shore. The effect of this decision is to practically exclude every worker in a maritime occupation including ship repair and similar industries. In light of this most unsatisfactory state of affairs to both men and management in the maritime industry, the only remedy in sight would, appear to be a federal compensation act, though' such an act in itself may carry the limitations of strict uni formity of compensation rates throughout the country, which would mean in effect that a condition which is not adapted to the varying standards and the different costs of living in the many ports, large and small. __ In conclusion, the effort to apply the safety experience gathered in -.i,, WKWH' Marine Section 51 the industries to the varying- conditions of longshoring is succeedir steadily, though of course, slowly. A great boon .to us would be tl wide extension of safety work in an organized manner to the por throughout the country and the co-operation of men and management : the several ports with interchange of experience. The passage by Co gress in the near future of a Federal Maritime Compensation Act wou be not merely a matter of justice to injured men and a reasonab limitation of liability to the employer but would also be indirectly boon to safety work. Finally, we ask that the policy of extending experience in stevedorii safety be spread throughout the ports of the country and offer on 01 part to all interested groups as complete, thoroughgoing and sound < extension of our own experience, as lies within our power. .We have had better than a 20% reducton in our accidents. CiuObhax Welch : I would like to have the paper of Henriques-read. I Mr. Bush read paper. Capta MARINE SAFETY--SOME PRESENT DAY PERILS Capt. A. J. Henriques, Marine Valuation Engineer, New York, N. Y. About two years ago I was called to court by an attorney to gi expert testimony as to customs and' usages on board ship in an acti brought by a seaman against an owner for personal injury. It was x first experience in trials of this nature and not a pleasant one. Sin then I have given expert testimony in some sixty or seventy cat for both sides where personal injury was involved. I was astound at the amount of money these actions were costing ship owners a shocked at the maimed condition of some of the plaintiffs. I carefu made notes of the details of these accidents, with the object in vi of ascertaining, their cause and devising means for their prevention. Y will understand of course, that these actions were tried before juries co posed of men from all occupations who knew nothing of .conditions ship board, and it is my firm opinion that many of these verdicts w< based: entirely on sympathy and not on the evidence developed duri the trials.^ . ___ To give you an idea as to the price of this carelessness, I will ta at random twelve cases in which I appeared where the verdicts a costs amounted to $244,750, which is an average of something o1 $20,000 per ship. . The highest single verdict which has been affirm by the appelate division and which will have to be paid on one si was $47,500, and the smallest was $1,650 without costs. It is perfectly proper to take an average, as all of these ships ; entered in an insurance club, which means that other members the club were obliged to contribute to these losses. The rates for surance in these clubs .are mounting by leaps and bounds and will c tinue until something is done to eliminate the cause. With all < mili * JiiSJSIl 520 Fourteenth Safety Congress advances and improvements in machinery and equipment we are using today on board ship many of the methods handed down to us from the days of sailing ships. The methods of handling bulk cargoes have been brought up to date, but when it comes to general cargo the trouble begins, for instance; ingots of copper come in flat oblongs and weight approximately 400 lbs. each. They are handled by a single chain sling. Some months ago I made a survey for a casualty insurance company where I was obliged literally to wade in blood. A sling load of four copper ingots was being hoisted out of a ship and struck against the side of a hatch coaming. One of the ingots protruded a little more than the other and was slipped out of the load, fell on top of the shaft tunnel, then bounced into the wings of the hold, striking one man in the head, killing him instantly and smashing up another one. I have had two accident cases identical to this in one. year. Do you think any large industrial plant like the Ford Motor Company would continue the use of such a disastrous method? Points to Perils Facing Men on Boats Now I'll take you right aboard a modern c'argo ship and, based en tirely on accidents of which I have had personal knowledge, we will start at the gangway by the rail of the ship and look around. In the first place we find the gangway resting on the rail between two stanchions with a space on either side of several feet unprotected by a life line, further along on the ship's side we see men painting the ship from a stage supported on two tackles, which they are handling themselves. What is the danger here? Why look at their hands, they are using gloves. Gloves are continually being caught in blocks and men are losing their fingers or having the ropes slip out of their hand, and in this instance they might be precipitated on to the dock below. Stepping' on board the ship we see the wooden hatch covers thrown about indiscriminately, corners and ends knocked off and chewed up, poorly marked so that they will never be replaced in their proper order. A steel strongback or cross beam is being lifted out of the hatchway, it has been held in place by "bolts, one of which has been rusted in on one end of the strongback, the longshoreman is attempting to break it off by swaying it on the winch, fortunately this cannot be done as If it should suddenly carry away, it would very likely strike or injure somebody around the hatch. Down in the 'tweendecks we see one strong back left in, supporting a tier of hatch covers left as a landing plat form. Upon examination we find that there are no bolts in this strong back and it is there waiting to be caught by a cargo hook and pre cipitated into the hold, maiming or killing somebody. The cargo whip itself is unprotected by a weight for overhauling which would serve two purposes: protecting the. splice in the hook from being jammed in the block or a man's hand from Injury in the same manner. Marine Section 5 Walking forwarcL we see some mooring lines on deck, heavy 8-in manila, somebody has been in a hurry and put a bowline knot in o end instead of splicing it, it will eventually carry away or get caug In a chock and somebody may be hurt. One man could splice t: properly in an hour throwing it a couple of turns so it will not becokinked when wet. Another has an eye spliced in both ends, which very poor seamanship and pregnant with trouble. Any of these thii could, in case of an accident, be termed contributive negligence the part of the officer in charge. So on throughout the ship we find little things here and there, significant in themselves, yet crude, dangerous and expensive to o' ers, that require no construction changes of any account, yet should corrected. You might well ask why the ship's officers and mar superintendents don't take care of these things and I will answer y< question by asking another: . Why do industrial plants throughout the country employ oats safety engineers?^Because, competent, disinterested authority only qualified to make these surveys: They come on a job with a clear vis unprejudiced by daily contact with a plant or ship. Conditions are cha ing so rapidly that a ship's officer might reasonably walk around ship and see nothing that he considered wrong, because he has ne had the experience of following one of these accident cases through completion and knows not where to look for trouble. The marine perintendents are mostly busy men, their ships are in port but a si time.; they have little time and very probably little experience in foil ing up these accident cases, and what is still more important is the that nothing they might do along these lines would give their owi any credit for extra precautions in a court of law for the very res that they are in the employ of the defendant and therefore- assume* be prejudiced in his favor. This point- has been brought out time and again in court and it itself has lost a defendant many a case. A famous commander wl I had the honor to serve under, once remarked to me that he been at sea for 35 years and was just beginning to find out sometl about it, and now after some 30 years' experience of-my own I remen this remark and agree with it. I don't believe two voyages were exactly alike. When you consider what goes into the makeup * modern steamship, the complicated machinery, the auxiliaries, the partments, the personnel, the ship's business and the navigation, will agree with me that the commanding officer, if he is efficient, h man's size job to bring it safely from port to port. Therefore it is only fair that he be protected and given such sistance that will lighten his job and keep him free from the w of personal injury^ accidents on board his ship. Going to sea in i Is still consIderedZa hazardous occupation. I believe seafarers are classified as our miners. Then why not make a reasonable attemj cut down these accidents by having safety surveys made on board 522 Fourteenth Safety Congress ships by some one qualified with years of experience, both at sea and ashore in these matters, in other words, a specialist. DISCUSSION George A. Mark (Secretary-Treasurer, Lake Carriers' Association, 905 Rockefeller Building-, Cleveland, Ohio) : I would like to ask Mr- Arkills one question. How many employees, on an average, have you covered by those statistics? That is, how many employees are there, members who lost thirteen thousand days? M. E. Arkills (Safety Engineer, Waterfront Employers' Association. Seattle, Washington): Our activities cover about three thousand work men. Is that what you had reference to? Mr. Mark: Yes. Mr. Mark: How many personal injuries have there been in the total number of employees that you cover? Mk. Arkills: There were live hundred and eighty-six accidents, that covered a period of about thirteen months. Mr. Mark: What I was trying to get at is the frequency rate. Mr. Arkili.: Material handling has nearly always headed the list of causes in industrial plants and when you couple that with the varied conditions and severe conditions under which a cargo handling is car ried on it serves to enhance the hazard. You can see that by the fre quency rate when you stop to think of 28,2, before we started work there as against the frequency" rate in any industry of the country it shows on its face that it must be a hazardous occupation, and then when you consider a man only works four and four-tenths days and loses one. that is terrible, you see. ^ We had one stevedoring company that had a record something like this: Their severity' rate was one hundred and four; that meant that a man worked one and twenty-three-hundredths days and lost a day, almost half of the time in the hospital. Just imagine it. That is based on the figures as shown here. The best we had was twenty-eight days for one day off on the beach last year. Cai*t. Evans: I yet do hot understand how many employees were en gaged in the work that they should lose thirteen thousand days. Mb. Ak.irx: I can give it to you in days' work. That is the nearest I can come to it. 270,583 man days work.- Captain Evans: The Marine industry, for several reasons, has to be classified on its own basis. ADJOURNMENT Metals Section September 29, 30 and October 1, 1925 X. H. McKENNEY, Chairman Superintendent, Labor and Safety, Illinois Steel Company, South Work* South Chicago, lit. A. C. GIBSON, Vice-Chairman Manager, Industrial Relations Department, Spang, Chalfant Company, Inc - Pittsburgh, Pa. F. G. BENNETT, Secretary Director of Safety, Buckeye Steel Castings Company, Columbus, Ohio TUESDAY MORNING SESSION rnpHB meeting was called to order at ten a. m. by T. H. McKenne; a Superintendent, Labor and Safety, Illinois Steel Company, Sout Works, South Chicago, Illinois, who presided. REPORT OF T. H. McKENNEY, CHAIRMAN METALS f SECTION During the year we held two meetings of the Sectional Executive Coe mittee. It was decided that the membership of the Metals Section wou] be greatly benefited by the publication of a Sectional News Letter, ar Secretary Bennett agreed to stand sponsor for such a letter. Accordingl our first issue appeared under date of March 7th, 1925. It has bet published continuously each month since--seven issues to date. The program, of course, was the most important subject for discussio A. thorough and "careful review of previous programs was made. Th consumed considerable time and your committee was therefore only ab to formulate a brief ^outline for this year's program. However, it w; decided that-the preliminary outline be turned over to E. G. Quesn< Chairman of the Program Committee, and your Chairman, who we to get together and work out a tentative program to be submitted at later meeting,- which was done. Your1 Chairman would further like to report that he has attended ai addressed five Regional and Local Safety Council Meetings, attend' a meeting of Sectional Chairmen, Feb. 14, 1925 in New York, N. Y., a; ` 52-3 524 Fourteenth Safety Congress was present at eight meetings of the N. S. C. Executive Committee and also held several conferences in the offices of the National Safety Council Headquarters. In view of the foregoing account of your Chairman's activities during the past year, and having served the Council during the past several years in the capacity of Chairman of the Bulletin Committee, Secretary and Chairman, respectively, I personally feel that while the discharge of my duties has at all times meant work and a sacrifice of time, not only to myself but my employer, it has nevertheless been a great pleasure to me, and in retiring from the Chairmanship of the Metals Section I wish to take this opportunity to thank each and every officer who has served with me, the Officers and Headquarters Staff of the National Safety Council, as well as the membership in general for their splendid co-operation and assistance. REPORT OF J. A. NORTHWOOD, ENGINEERING REPRESENTATIVE During the year I attended but one meeting of the Executive Com mittee of the American Society of Safety Engineers--Engineering Sec tion, of the National Safety Council, as a representative of the Metal Section Division. This meeting was held in Newark, N. J., March 16, 1925, and was pre sided over by A. D. Risteen, Chairman. Various reports of subcom mittees were read and discussed. Pinal plans and arrangements were made for the various district Safety Rallies that were to be held in different sections of the country. The program for the American Society of Safety Engineers^--Engineer ing Section, for our Cleveland Congress was discussed and partially lined up. It was decided to have a luncheon meeting and an afternoon meeting with an inspirational speaker at the luncheon and presentation of committee reports at the afternoon session. REPORT OF R. G. ADAIR, CHAIRMAN OF MEMBERSHIP COMMITTEE Getting off to a rather late start, having been unable to meet with your executive committee in Chicago on January 20, I have attempted tc make up for lost time and had made several connections which appeared to hold forth some possibilities of success prior to our second meeting in Pittsburgh on April 6. I refer to the promise of cooperation from the Secretary-Manager of the Ohio Foundrymen's Association, who agreed to let us circularize the membership of that organization for Council membership. After con siderable delay this arrangement was completed- and their entire mem bership solicited by mail from the headquarters office. Metals Section 52 In addition all in embership cancellations have been given the for letter follow-up and in some few instances companies have applied f< re-instatement. The present status of Metals Section membership is as follows: Number of members in Metals Section, Sept. 1, 1925-------------------672 New members during year----------------------------------------------------------------------------------73 Membership cancellations during year------------------------------------------------.... 75 Total number of members in Metals Section to date------------------------670 REPORT OF P. A. LAUERMAN, CHAIRMAN, BULLETIN COMMITTEE The personnel of the Bulletin Committee of the Metals Section for t.' past year consisted of the following members: Arthur Berqulst; Safe Inspector, Youngstown Sheet & Tube Company; Indiana Harbor Worl John Eib, Supervisor of Safety & Labor; Illinois Steel Company, Joli Works, Wm- Grebe, Safety Inspector; American Steel Foundries, 1 diana Harbor Works and C. B. Smith, Safety Supervisor; Chicago Brid & Iron Works, Chicago, Illinois. The members of this Committee m in my office, Friday, January 23rd, 1925, and from a tentative list subjects for bulletins which was prepared at the meeting of the Bxe< tive Committee, which was held in Chicago at the National Safety Cor cil Headquarters on January 20th, 1925, the list of bulletins for the ye was selected. We wrote about fifty of the members of the Section i suggestions for bulletins to be used this year and received a genei idea of the type bulletins wanted. REPORT OF J. M. WOLTZ, CHAIRMAN OF NOMINATING COMMITTEE After due consideration and a careful canvass of our membersh your nominating committee begs leave to report as follows: For Chairman--A. C. Gibson, `Spang-Ohaifant Co. Inc., Pittsburgh, 3 For Vice Chairman--F. G. Bennett, Buckeye Steel Casting Co., ( lumbus, O. For Secretary--J. A. Northwood, Bethlehem Steel Co., Johnstown,- 3 In accordance with the resolutions passed at the Session Tuesd morning, we nominate for your Executive Committee, T. H. McE ney, the retiring chairman, the three officers just named, and from < membership at large, H. G. Hensel, Safety Director, Western Distri The Youngstown Sheet & Tube Co., Chicago, Ills., and John A. Oarl Trfrtr. The Carnegie Steel Co.,. Pittsburgh, Pa. mi 526 Fourteenth Safety Congress REPORT OF E. G. QTJESNEL, CHAIRMAN OF PROGRAM COMMITTEE Upon receipt of my appointment as Chairman of this Committee the thought foremost in my mind in the preparation of our Metals Section program was to stress as strongly as possible the fundamentals of In* dustrial Safety as they apply particularly to the steel industry. In determining the feasibility of such a program, which would not only be interesting but which would impress those attending our Sec tion, I presented the idea of fundamental discussions to several man agers and executives of steel plants in the St. Liouis District. The plan meeting with their approval, a general outline was drawn up and presented in person at our Metals Section Conference in Chi cago, January 20th, at which meeting I was instructed to proceed and develop the idea, working out a tentative program as complete as pos sible, to be presented at the next conference meeting in Pittsburgh, April 6th. This was done, and in order to get as great a reaction as possible from men directly connected with the steel industry, it was laid before tho Executive Committee of the Tri-City Safety Council at their February meeting in Granite City, 111., and later studied by the General Chairman's Committee of the Commonwealth Steel Company, from an employee's viewpoint. Many helpful ideas were secured at all of these' meetings, which helped in the preparation of the draft which was presented and ap proved at Pittsburgh, on April 6th. The changes made at our second conference were incorporated in the program and on April 9th a com plete copy of the program was mailed to Thomas H. McKenney, General Chairman of the Metals Section, and one copy to the National Safety Council Headquarters. - Accompanying this outline were several recommendations as to speak ers for the principal subjects, and our Editor, F. C. Bennett, agreed to reproduce the program Jh our Metals Section monthly letter--which was done in the July issue." Metals Section o2 SAFETY EDUCATION--FUNDAMENTALS UPON WHICH THE COMPANY MUST WORK M. E. Danford, The American Rolling Mill Company, Middletown, Ohi I am asked to outline to you my concept of the fundamental principle which must govern an industrial company in its endeavor to proper! educate its employees in safety. The difficulty of my task is lessened b the freedom from definition of the details of the subject as sent to m< Therefore, I feel at liberty to paint ray own background as well as i delineate the figures in the picture. During the past decade and a half a great safety evolution has bee taking place in industry. As is the case in all such movements, mar ideas were presented and many experiments tried. The natural resu of such progress was the elimination of the many and nnworkab theories and the retention of a few time tried ideas which today hai become. so well known as to almost provide a catalog of truisms wii which a very great many of you gentlemen are as fully conversant as I shall crave your indulgence, therefore, if I repeat a great many thin] wifh which some of you are familiar. When speaking of the company in this connection 1 am always bearii in mind the flesh and blood individuals comprising the hoard of director the manager and officers. There are men to whom a humanitarian appe is often more successful than a commercial one. But in any case, if tl company be successful in its field, they are always susceptible to a coi mercial appeal. Therefore, when a combination of the two principl is presented it is irresistible. Safety teaching is now so well formulatt and safety- gains so Well recognized that he is a poor safety man indet who cannot approach his executives with abundant proof on bo questions. ^fr One of the first fundamentals upon which the Company must operate to be thoroughly sold on the safety idea from the management's stan point. Without this there can be no creation of a safety department, 3 safety committees to cooperate with the compafay, and no proof to tl working organization that the company is interested in accident, pi vention. With this accomplished, however, the natural result is that partnership in responsibility for safety and success Is recognized. The are certain things which the company only can do in making the pla safe. Likewise there are certain things which the men must do. Tl company must recognize its responsibility for its part and must fail fully discharge that responsibility. Let us examine a few of the fundamentals, bearing in mind that a safe plant always repays for ai reasonable outlay made in safety education in cash received from t creased accident compensation, improved spirit, increased productic and general plant efficiency. The company must betray a very great interest and enthusiasm accident prevention, and no one will detect mockery and sham in tl enthusiasm more quickly than the average workman. The leaders mu 528 Fourteenth Safety Congress therefore, be thoroughly convinced that safety pays before they can successfully teach it to their organization. During the war we made many appeals to our men to show their patriotism in the pcrdhae of bonds. And they did buy. bonds, but in all cases we had bonght bMrttf ourselves before we presented the subject to the men. And so ft is im the safety movement. The company is entitled to a return in tottren mad enthusiasm in just such proportion as it exhibits a true latere** and a sincere enthusiasm to its employees. All endeavors of this kind cost money--but the returns are hance, Therefore, a proper measure of financial assistance must, be dfWtlM4 upon and a willingness must be shown to take those safety precawcfawa. and to provide that safety assistance which will produce the re*wit*. The expenditure of money for accident prevention must not be of a modic or seasonable nature. Your company makes an advcrtialsg ap propriation to run through twelve months of the year depending npoa reiteration and certain Ideas, restatement of fundamental facta regard ing its product for its sales result. If we really mean business and ex pect to so impress our working organization, we cannot curtail safety work In lean years and whoop it up in profitable years. Need of Leadership in Safety The history of the world Is full of the accomplishments of leadershii Its pages are dotted with figures of outstanding men. Those who bav< contributed to the progress of the race are praised and their memorj lauded, while those who have held back and hindered are condemned for their failure. The individuals comprising the management must b leaders in safety; must practice it in their lives; must be living example! if they are to inspire the proper spirit among their employees; if thej are to receive the expected and desired returns upon their safety in vestment _ O.ne of the things which impresses upon men the sincerity of the bos: in this matter is the attention he pays to safety guards and to safet: equipment. The manager must take a personal interest in seeing that al possible mechanicalr Safeguards are installed and properly maintained and he must also be jready _and very willing to receive suggestions am to act quickly upon those chosen for trial. Nothing will more quickl; nor surely dampen the enthusiasm in the entire safety program than t> have those in authority appear indifferent toward the safety suggestion of an employee. Thejnanager must be very careful to instill the impor of this truth into theL minds of his minor executives who naturally arin direct contact with the workmen making the suggestion. Once : suggestion is chosen. Jor trial and is found to be practicable, the success ful manager will see^ to it that full credit is given the man who ha used his brain to the company's advantage and the improvement o safety conditions for^ its workmen. It must not be forgotten that th individual submitting a suggestion for the betterment of safety has don so only after considerable thought and effort- have been expended on th Metals Section 52 9 subject, and. as a resiilt he is jealous of the idea. For example, his suggestion may have to do with some mechanical contrivance. The workman after careful thought has conceived the basic idea underlying -the design of the contrivance. It will never be practicable however, until some engineer has developed the idea to mechanical workability. Once this is accomplished the workman with the original idea should have full credit for the finished product. A. careful periodic plant safety inspection serves to keep the subject before all the men and to present to them constantly the idea that the company Is behind the safety pro gram and is desirous of their help. And this subject must not be allowed to fall into the opportunist class, nor can safety be successfully taught by spurts. A working^force becomes a safety force In the same manner as a child learns to play the piano--by constant practice and daily thought. Safety Increases Production Standards Many managers have been deluded by the idea that safety is antago nistic to high production standards. They feel that safety and slowness, accident prevention and apathetic production are synonymous. The safety records of some of the best and most efficient plants of the country effectually contradict this mistaken idea. Given machines, properly safeguarded mechanically, manned by a crew of alert and active men well grounded in accident prevention, working in a plant pervaded by a veritable atmosphere of safety, what need is there for a funeral pace and an increased production cost. Rather the opposite is true. The dangerous parts of the machine are known to he properly protected and the men know what to do to avoid accidents and they go on their way cheerfully produeingllat a high rate and yet safely. If this ideal b attained it is an easy task for the management to show its organizatioi that safety is profitable. They can- readily see that safety.pays them ii more days at work, less physical discomfort and a happier home; and i is good business for the company to frankly admit that safety pays i also in reduced compensation, less medical and hospitalization expense less absenteeism among its skilled force necessitating substitutions whicl frequently spoil work and impair crew efficiency, and a`higher standari of operation than its less highly organized competitors. It should b clearly understood that the company and the men are in partnership i: this safety business^. The men will respect the company's teaching th more when they understand its motive. The fraternal spirit is strong in most Individuals. This is evidence by unions, lodges and other organizations. It is no abuse of the ii herent fraternalism existing in men to cultivate it in the operation, c the shop. It makes for better working conditions, greater loyalty an improved output. And a department where the crew is imbued with ti spirit: of fellowship and where the individuals recognize their obligi tion for service is the shop where accidentless days, weeks and'monti can most easily abound.- In explaining how a steel plant of 900 men wei 45 days- without a single individual losing- a single turn because of a 530 fourteenth Safety Congress accident, a tall stalwart mechanic gave as the reason for the. slosan that "We watch ourselves and one another all the -time." Pretty good slogan that and one which means a. fellowship which demands that they do their full duty and that they recognize the fact that their job is one of service as well as mechanical skill on their own particular operation. Will Respond to Properly Presented Appeal There is no secret formula nor cabalistic prescription which governs the success or failure of the safety doctrine in any plant. And I make this statement regardless of conditions unless these be so abnormal as to nullify all efforts of any kind. Native or foreigner, white or black, union or non-unioi', men everywhere will respond to the doctrine if properly presented. Some may be slower than others--some may scout the theory more vigorously, some may even temporarily stir up opposition, but if the matter is made plain, and if the safety educational work is followed up patiently and persistently it will ultimately succeed. I. know of a company whose president has been preaching for many years from a text composed of three words. And- this text and its ampli fication has become grounded into the daily business life of the men of a large corporation to such an extent that is is instantly noticeable to the casual visitor even of a day. These three ideas form a progression of human relationship which effectually Quells distrust and suspicion and results in a high degreeTof team work. I will merely mention these three key words and I am done. The first essential in organization is UNDER STANDING. Men who thoroughly understand each other rarely fight, they respect each other's principles though they may not agree, and because of their understanding they come to believe in each other because they know the reasons which animate them. With a complete understanding, men soon learn to experience the second emotion I wish to mention which is CONFIDENCE. When j. company and its employees have so progressed on the road to success as to have a thorough understanding in their dally relationship--when the men understand the reasons for the com pany's rules and requests, and appreciate their reasonableness, they acquire confidence in jthe company's motives. The natnral result of understanding and confidence flows forth , in harmonious COOPERATION. No company ever failed where there was thorough cooperation in all departments. Why? Becuase the result of these three ideals is AC COMPLISHMENT--the goal. ~ And so in viewing the field of safety en deavor the company which would succeed in its presentation of the safety doctrine should adopt these three fundaments as foundation stones for its structure. And when its edifice is builded and proper attention has been paid to the foundation the structure, will he a thing of beauty, properly proportioned, return on the investment a high rate of reward in lessened human suffering, in lives saved, and in the consciousness of a task well done, a humanitarian endeavor happily accomplished. -ksi Metals Section 531 DISCUSSION A. T. Morey (Commonwealth. Steel Company, Granite City, 111.): It has been said that some of the safety regulations interfere with th< efficiency of the navy. I am not a navy man, but a man of industry and I would like to Bay, as manager of one big plant, that we feel safet: never interferes with efficiency, and I was very glad to hear Mr. Dai ford stress that point and counteract any point that might get out as t< navy conditions. While discussing this great subject of safety I would like to liave ; vote of this audience, a sort of expression that those who feel tha safety does not interfere with efficiency commit themselves by rising. I make this a motion that all who believe that safety does not interfer with efficinecy second that motion by rising. Chairman McKEimEY: ' You have heard Mr. Morey's ' motion. favor signify by rising. All i The entire assembly arose and applauded. INDUSTRIAL SAFETY EDUCATION AND THE FUNDA MENTALS ON WHICH IT IS BASED Phillip Stremmel, General Superintendent, National Enameling ar Stamping Works, Granite City, III. The greatest problem before American industry today is the hums element. Never before has industry been face to face with a situatic such as we find existing in our plants. The individual with whom v have to deal is entirely different than' the one we dealt with a gener tion ago. Such being the case, it is therefore necessary that we gr this matter of the employee serious consideration. H. L. Gantt; in his book on "Industrial Leadership" says: "Weali is convenient, luxury^is pleasant, but the nation that does not so deveh its industries as to produce men, will not for any great length of tin hold its place in the" world". He further states: "It is imperatit therefore, in seeking, the proper industrial methods to bear in mind tl fact that the men produced by them are far more important to the II and prosperity, of a nation than the wealth and luxury by which i set so g much store. We, as a nation, have been accused of putting t almighty dollar above everything else." The great weakness in our industrialism is that we have failed universally establish a point of contact between management and me and because of this fact we have permitted the individual to be inc' cated with those ideas and opinions of management which are contra to our interests, to our development, and to-the mutual progress of bol Some of the Responsibilities That Industry Faces. Industry can no longer be satisfied to work within the gates of 533 Fourteenth Safety Congress just as great as within. It must take a vital interest in such invtit tions and organizations which have for their objective character boU ing and showing to the individual the responsibilities of life. We sto take an active part in such organizations as are constantly endeavorlx to' counteract movements which are aiming to destroy the institutiot which we hold sacred. Senator William H. King stated that there ai two classes in life who are particularly harmful to progress and res and lasting reform--those who are listless, anaemic and indifferent I the great forces and tides that operate throughout the world, and thot who would destroy everything that the past has built. With the hamn< of the Iconoclast, the latter would batter down all religious systems ar the temples which morality, virtue and faith - have erected. They m in all governments, including this republic, and in all human instft) tions, nothing worthy to survive. There are those in our country wt count themselves as liberals, who view with undisguised contempt tbM who seek to preserve this republic and to defend the constitution and tl rights of the States and the liberties of the people. Within this categst are some who would establish the bolshevistic regime, such as rnfc Russia. I have been amazed at the attitude-of many earnest people wf think that to be progressive one must abridge the liberties of the U dividual, destroy the sovereignty and authority of the States and comst to the federal government unlimited and unrestricted power. Our da listic form of government they denounce. They advocate a nniflcath system; the centralization of all ' governmental authority and depnr ments, agencies and bureaus unrestricted by constitutional limitation At the National Safety Congress held in this city in 1919. I road paper on the subject "Humanizing the Steel Industry". At that dm I was criticised for the manner in which I handled the subject, oom folks alleging I was "radically inclined, but I believe that development since then have shown that what I stated on that occasion was coriw and that some of the predictions which I made in that paper hat come to pass. In that paper I had the following to say: (When I spea of the steel industry, I take into consideration all industries) "If ii dustry is to be humanized, confidence must be restored between tk employer and the employee. The whole history of the steel industr has been one of struggle. The employees have believed that their righl could only be secured and maintained by organization--they mu: organize or they were helpless. On the other hand, the employer fougl organization because he was convinced it was an invasion of his right The truth is both were partly right and both were partly wrong. Th employer and employee must come to a state of mutual understandinj and in the realization of that fact, a great step forward shall have bee taken. The employer must not limit his interest in his employee merel to see his power to produce. He must also see his family. The] economic, social and spiritual needs must express themselves in tt pay roll. Not merely an employee is to he dealt with, but his famil also. The employer must have vision enough to see that he must m .29 Metals Section 533 think only in terms of profit and production, but he must also think in terms of his responsibility to the community growing out of his plant. So when capital, keeping pace with sociological thought as well as with modern methods and machinery, sets itself to see man as a man as well as a worker, the old dissatisfaction and distrust will disappear. The basis of confidence, therefore, is self respect. Without mutual respect between employer and employee, there can only be struggle to the bitter end, which will ruin both." I referred to the fact that the employer could no longer work within the gates of his institution, but that he would have to see the com munity as. a whole and work through his institution. That would enable him and assist him in putting on a right sort of program. An acquaintance the other day stated that men were thinking more today than they have ever thought before. I agree with that statement. This whole situation is a matter of the mind and since it Is a. matter of the mind, there is only one way to cope with it and that is through education. We may- have a splendid employment department; we may have the right type of men at its head, who will give the individual, when he seeks employment, the right sort of impression of the institu tion, but that is not enough. We may have the right sort of foremen, and the foreman can exercise a great deal of influence, but unfortunately, all foremen are not educated and have not been trained along conserva tive lines and not all have the proper view point. Therefore, It is not always possible to secure the right sort of influence and contact between the foreman and the worker under him. Much Good Accomplished Through Safety Committees Much constructive work has been done, but only a limited number can be reached in this manner. We have splendid bulletin boards, we have wonderful messages and some read them with interest, but these do not influence every individual in the plant. The power of good example, constructive friendship and loyalty can be developed and can be brought about to a certain degree through establishing a point of contact between management and men. On our bulletin board the other day was this statement: "Men grow in helpfulness and service as they are inspired to success". That to me is the big task before American industry- today. How to inspire men to grow in helpfulness and service and inspire them to success. The only way that this can be accomplished is through education, and through finding a point of contact between management and men. Constructive thinking is needed if we are to enlarge the experience, broaden the vision and elevate the standards. The only way to keep men in a creative mood, encouraging them along right lines and developing their desires for constructive conference is thorugh education. We may have safety devices in the interest of the physical being of man; we may have safety devices to protect him from physical harm-- from Tho loss of life and limb, but there Is a greater safety campaign  j .Jtr a 534 ' Fourteenth Safety Congress needed today than that of saving life and limb, and that is the safet of the mind. Safe thinking, constructive thinking, and right vie' point on the possibilities of life; a vision of the better- and biggc things, can only be brought about through a conscientious, sincere an honest campaign of education. If American industry is to grow, if American industry is to move fo ward, if American industry has a desire to accomplish greater thing it will only do so as it loses itself in the interest of this great arm as we find it in our shops, factories and mills today. THE STEEL WORKER AND HIS CHARACTERISTICS Arthur Morey, General Manager, Commonwealth Steel Co., Granite City, III. Who is he? Study yourself and you will understand him. He human! He is fundamentally just like the rest, of us. He at lea wants food, shelter, clothes, a family and the wherewithal to take cai of them, protections for the future, and justice. He may have aspir. tions for more than these; he may want recognition, self expression i his American opportunities; he may have ambition, and be looking fc a. chance for better things. The steel worker is no different than ottu working men. He is representative of them alL He is our partner an our friend and we must be one with him and he must be one with i for industry's and safety's and America's sake. Where does this worker, co-laborer with ns, come from? From Amei can homes and frpm most everywhere else on earth--North, Bast, Soul and West. We have twenty-eight nationalities in our own steel plan They are cooperating there In peace and harmony just as their moth< countries might be cooperating in peace and harmony under the sane conditions of mutual understanding, safety and good-will. The erstwhile foreigner has come to America because it bears th. magic name which symbolizes to him what he wants. What shoul America mean to him? What does America mean to ns and to the raci The theory of American Government is that every individual shall e press and develop his own individuality in any way that he can ar wants to--just so he does not Interfere with that equal right of ever one else, as interpreted by the laws made by the majority of his fello'i citizens. We cannot get nearer to freedom and liberty under Governmei than that. The worker Is not just a physical body--not just a machine. He hi a mind. "God's, greatest gift to man Is mind." Of what working vali is a dead motor? Of what value is a man who has no interest to ele trify and magnify him? At our plant, we do not hire men's bodies, v want their minds, their enthusiasm, their sense of responsibility, the contentment, tlieir good-will, their friendship and their' interest. The: are the things that we look for and work for and pay for, and whic make a cohesively cooperative organization. These are the things \ Metals Section 535 must have as production men and as safety men. The American worker is not dumb and to be driven to toil. He is and ought to be a thinker and the more we can get him to constructively think, the better it is for him and for us. - believe that in every man there is the divine image and likeness. That likeness is always there, although it sometimes gets badly covered up. Suppose we had a beautiful little statue and covered it with mud and those who did not know, would say that it was ugly and nothing1 but mud; but he who knew the image was there could take the mud off and reveal the perfect condition. So it is with man. . Ignorance and evil cover up man's better self and that friend is the best friend who can help a man uncover and express his real self. We Safety men must ltarn more and more of this art of true friendship. In safety work here is our magic opportunity in dealing with men. . He who passes an official, superintendent, foreman or worker by, as hard boiled and hopeless, is overlooking this great truth--the real fellow is there and can be reached and convinced in some way that you can and must find. I have been very interested to find the tenderest heart beneath the hardest exterior. No Art So Exquisite as That of True Friendship In meeting and dealing with men, let us always address ourselves to the real man and aid him to express himself--first, to himself, and then let us help him reveal that real man to his fellow men in his thinking and life. This is true friendship--the divinest art of all. Gentlemen, there is no art so exquisite as this art of true friendship. It is my observation that some men who have been bora in tbis coun try and bear the name American need more Americanization than some foreigners whom I have; met who were born elsewhere. Let ns look to the foreigner and to the worker and not down at him. Why does he work for us? Mostly because he has to have a job; and the job which he has came handiest to him. In most cases there is no high and mighty selection of jobs by working people. The old "assump tion of risk doctrine" is happily now outgrown and obsolete, made so by the compensation laws. The average , working man fits into the first opportunity for a job he can get and .does the best be can from that. And here is where a great service can be rendered him--fitting and training him into the work for which he is best fitted. How can we arouse a right interest in the worker? He may have had bad experience elsewhere. How can we gain the approach to be his friend? He may have felt in himself the sordid urge of selfishness. He judges others by himself--so do you and I! He may be suspicious of our efforts in his behalf. What is there that can gain his attention and confidence and lead him to the awakening of that mntual interest be tween employer and employee that is to make an American and a right workman out of him.  lj 53C Fourteenth Safety Congress How to Arouse Right Interest in the Worker First--by giving him a. square deal and sincerely putting into oper tion that simple rule, perfectly understood in all languages and amoi all men--doing unto him as you would have him do unto you were tl conditions reversed- This rule, dictated by sincere friendliness, is tl first and great requirement without which all other efforts are as "sout ing brass and tinkling cymbals." Second---we must get 'the workman's viewpoint. The story is told there being at a certain plant, a break in the underground pipes, and the break was not discovered and stopped, it might become serious a stop the operations of the whole works. A foreman was told to take gang and dig and find the break. He took a crew of foreigners and tc them to dig at a certain point. Not finding the break there, he tc them to fill up the hole and dig at another point. After they had dug that point, he told them to fill up that hole and dig at still anoth point. After this had been repeated three or four times, one of t foreigners threw down his shovel and said "me no damn fool, I no d hole and fill up again." If this foreman had had the simple intelligen to let these foreigners know that they were performing a great servi in seeking a leak that might have thrown them and their fellow woi men out of a job, it would have appealed to their reason, dignified th< work and they would have put a great deal of enthusiasm and inter* into it. Let us be sure they understand. I find men can be trust and will follow wonderfully and loyally if given the right leadersh I would place third in importance, the necessity of right environme The environments that come in closer contact with the worker are fs wages, steady work, good -working conditions (which include safe con tions) and right treatment from his foreman, which Includes not oi interest in just how many dollars the workman can turn out, but personal interest in him as a man. We have no equipment in the sh so wonderful as a man! It takes twenty-four hours to make a day a a workman has other interests that affect his thinking than just his j< I think too often we forget t.bfs. What he does In the fourteen or s teen hours he is not in the shop may bear very seriously on the eig or ten hours he is in the shop, and outside worries may interfere w inside efficiency and safety. we limit our friendship to ten horn How can we if we we sincere?' Teamwork Prg>otT>T<pw < fetlow Men Needed America will never IttfBB ft* jm-ryoi** and ?Ctve opportunity to t individual citizen to develop and nwnii feme man's estate in its full sense until there is a cordial of him as a man and ev< aid given for his dtvtl<pM`i W( and sarowth. Industry can best aid a bring about this accomplishgw; at m America. America must be a nati of men--free men---thinkers and mteRfesem workers and voters, master and servant dsctrine wfR da Vat the teamwork organization fellowmen! Tbo* the lidswrlal owstift has in bis bands matters  mmmmm: Metals Section 537 great political, as well as economical import. It is a great statesman's problem of deepest meaning. The rumble of the Russian proletariat is heard, where the Individual is made subservient to the State. Here in America, the race's salvation will come with the development of the individual and in making the State serve the individual and his interests. From far off Asia, come other rumbles. We hear the cry of the Yellow Peril. It might become a real peril if America does not interpret to the Fast the sound prin ciples of Christianity--of truth and justice and the Golden Rule. If the Fast sees wars of hate, sees crime and evil rampant in the West 'and judges America from the wrong examples held up by misrepresentative tourists and businss men who do not represent America's ideals--what hope is there that she should adopt Christianity instead of other faiths --and if the world does not adopt Christianity and come to the ultimate law of the Golden Rule, what hope is there for us? In the employers' and the workers' hands--of whom the steel worker is one of the best representatives, is the great opportunity for America and the race. If they on a practical basis manifest Christianity, prin ciples of just sharing the fruits of toil, truth, and right--in other words, the development of man, the entire population will get the leaven and the fruitage. `The world will keep only what is proven to be the truth and we must set up a visualization of it by actual demonstration. Safety Movement Marked Dawn of Better Days I have a mighty tribute to pay to the Safety movement- It is one of the greatest occurrences that has happened in American history--for the reason, that It was the beginning of a necessary better day--a closer understanding and relationship between the worker and the employer. Managements and men met on a basis tbat they had never met before since modern business was organized. They met with a mutual Interest and clasped hands on a recovered personal relationship that may have meant the salvation of this country from possible conditions we do not Ifke to contemplate. We see conditions in Russia and England that do not lcok satisfactory and we ponder about the future. As long as the men of America can meet as men and work out their problems together as the Safety movement has taught them, and keep the personal contact with mutual understanding as the basis of citizenship and justice, all will be well. The safety movement was the entering wedge for the pres ent better industrial relations situation in this country. From the spirit of the safety movement, the benefit associations, shop representation plans, et cetera, were developed. Some men may not agree that the safety movement plays such an important role, but on looking backward, I think every student will see that it was `most opportune that a better relationship was worked out in America about the time that it did de velop, and there can be no question but that the safety idea, developing mutual interest and cooperations, occured about that time as one of the first openings toward better relationships. 538 --fourteenth Safety Congress So taking the steel worker as representative of all labor and realizin the importance of the Iron and steel industries in America, we can sc that the steel worker is a tremendously important factor in America industry, and let us do our part in discharging our duty as America citizens, for as I will state again for emphasis, we see the employer m only in the role of a business executive but in the role of America statesman doing a great part toward leading the individual America into the stature of a real man and growing to that stature himself i the process.* Thus will industry become, the applied Science of rigl conditions and American justice, thereby interpreting Christianity ar America to the world as a model for the race. We can rejoice that the Safety movement has been the genesis that better day! DISCUSSION H. S. Moody (Rochester, N. Y.): All the speakers have talked abo education. I have not had any educators for my workmen. The rnajori of executives are too busy with big problems to give time to this educ tional work. The executive turns it over 'to the superintendent and turns it over to the foreman, who turns it over to the assistant forem. or foremen and by that time the real worth of the educational featu has sort of been lost. I would like to know the best method for starting this educatior work and getting it across to the executive^ M. E- Dasford: I will answer the gentleman''* question by sayi that it is necessary for the management to have that, viewpoint fix We have a vice-president who is also our general manager who takes upon himself to see that the educational work proceeds. He does i delegate any superintendent or foreman to pass this work along, but is his part as a general manager to make certain that the foreman a superintendent are properly educated and that they do hand down the men these fundamental instructions. A. T. Morey: The management has'got to have the vision and ] the idea across to the superintendent or the foreman and give him 1 key as to how he is to get it down to the men. It cannot stay in front office. You have got to do foreman training, for it-is the foren who gets the big idea across to the men. Louis E. V01.TZ (Aluminum Company of America, Niagara Pa N. Y.) : The gentleman over here says that the executive is too busy his office with bigger problems. There are no bigger problems. Thai the biggest problem he has and he can well afford to spend some t: talking to his foremen. That is one way that our management keeps the plant talking with his foreman and finding ont what the problems and getting in personal contact with those problems. He must obse the men if he is to And out what their problems are and he will g Metals Section 539 much if he takes a little time to talk to them and give them a little helping thought as to how they are to overcome their problems. J. E. Wamee: (General Electric Company, West Lynn, Mass.) : gentleman who asked that. question was hitting every one of us. must have' fundamental specific points.' The We The General Electric Company is handling this educational work by foremen conferences. These foremen conferences are handled at meet ings with no specific limit to time.' All the time is given that is required to develop and dispose of any question that comes up. Foremanship, safety, production, etc., down the line are each handled by the particular man whose duty it is in that particular plant to take care of that subject. That gives us uniform practice throughout all of the works, yet each plant handles its subject according, to its own re quirements, but we make it standard in each plant in this way, that every foreman gets the same instructions and is impressed with the necessity, the absolute necessity of carrying that message to his-, men, and we do not stop with the foreman. ' r When I say foreman, I mean the executive staff from the general fore man, the assistant foreman and the leader. M. E. Dasfobd: Tonight at our plant there will be a meeting. At that meeting there will be 175 representatives of the mill. Three repre sentatives from the open hearth and four or five from the rolling mill. Those men are elected by secret ballot and we call them our advisory committee. They will eall the foremen of the plants. This meeting will be presided over by the general manager who is the vice-president. At the'meeting all business situations are discussed. Once or twice a year the general manager holds a meeting at which there is no super intendent or foreman present. The men are privileged to bring out any question they want. We find they are sometimes reluctant about asking questions and giving opinions in the presence of the superin tendents and foremen. That is one way. that our management keeps in direct contact with, their workmen. These men are advisors; they have no executive functions. They are to carry hack to their organizations any information which the general manager wishes to get across to the men. It is also their privilege to bring up any question relating to any man or group of men in the department. H. S. Moody: In some cases it is a bigger problem than any of you may think. The question on my mind is: how to get the executive to realize the worth of this thing; what method can I try to.make him un derstand that it is the best thing both for himself and his employees. A. C. Gebsott (Spang, Chalfant Company, Inc., Pittsburgh, Pa.) : Must this message, .or whatever messages come up, he taken down to the men entirely by the men elected from their respective departments, or are the minutes of the meeting broadcast in some way to all the men? M. E. Hanford: The minutes are broadcast. J. A. Northwood : The Bethlehem Steel Company hold meetings along MtiwtS'.- am-'ax aiwwiia- ^ IMk t|1\/ ju v c v v ii-vrv fw w ^ vi/ y v v^ t/vv the same line of which Mr. Danford speaks and minutes are taken ant broadcast to the men and this method or system is working out ver; fine. James Woltz (Youngstown Sheet & Tube Company, Youngstown, O.) : In the city of Chicago there are today three men who were sent her* from the Soviet Government of Russia for the express purpose of havini organized In every plant in the United States ten men whose duty it wil be to spread Sovietism among the workmen of that plant. After tin first ten are organized it is the duty of the leader of that first ten t< immediately begin organizing another ten and so on, until they hope t* be able to convert these United States into a Soviet form of Govern meat E. G. Quiissn.: Just to give you members an. idea of how informatioi is spread in our plahu you might be interested in knowing that we hav< a safety man to an average of every twenty men in the shop. The shoi is entirely covered and every group is covered by representative safet: men. J. B. Foteb (New York, N. Y.) : How much good along safety line have these meetings jnd plans accomplished? Have they accomplishei the results of reducing accidents? Have th-ey reduced the severity am are they paying in the elimination or prevention of accidents? C. E. Socket (National Tube Co., Elwood City, Pa.) : Education i what you have got to give them. Educate them from their side. Let m say this to each and every one of you. Begin with the school. You children grow up and if they have been taught safety and precautioi in the schools, they will know what we are talking about when we giv them our instruction. As for present problems, or the uneducated ma; that you take into your shops now, you have got to take him and shot him his rights. Jonx P. Em (Illinois Steel Company, Joliet, I1L) : The best record w made in our plants last year, or rather the best record we ever made wa last year, was ninety-five consecutive days with 3.S91 men and we though we had made some record at that time. This year we started out an* made a first period of 45 days. Then we tried to beat cor own recor and up to the 6th of this month we made 116 consecutive days -with a average of Xi76 men. or 2.760,441 hours work. In ISIS are had. 276 case as our plant and for the first eight months of this year we have ha seven lost-time cases. . 6. Qrmsn.; We consider it a lost-time accident it a man losse his next regular shift. For instance, if he Is hurt today and he goe home tor tmo or three hours and reports tomorrow for his regular jol it is not considered a lost-time case. If he does not report, it is coi sidered a Vast-time case. M. E. Jlocron*: We have the same definition with this addition, tha a nmm be able to report when his next shift is reported. If the do* tor says whether he is able to come. maiin;:agFTagi8ijii o-ih ..........~'-:3*fgR' Metals Section 541 E. W. Beck (U. S. Rubber Company, Orange, N. Y.) : I would like just to say one word regarding educating foreigners. I did not get my real lesson until I started with motion pictures, and gentlemen, we have had splendid results. There isn't anything, in the way of education, that can touch the moving pictures, because you can appeal to a man's Intelligence much Quicker by way of the eye than you can by way of the ear . WEDNESDAY MORNING SESSION The meeting was called to order at ten a. m. by Chairman McKenney. CARNEGIE STEEL COMPANY'S PRACTICE OP PREVEN TION AND INVESTIGATION OF ACCIDENTS J. A. Hughes, Superintendent Transportation and General Labor Dept., Carnegie Steel Co., Duquesne, Pa. Our department has a safety committee of six members who include the superintendent, general foremen, foremen, brakemen or conductors. They serve for four months and meet every two weks. The members make a note of the date, time and place of everything they have done between meetings for the protection of the employes. If they notice any worker doing anything unsafe in any department they speak to the individual and call the attention of the foremen to the practice. If the matter is important it is reported to the head of the department who investigates immediately. This method has brought wonderful results which are noted in our minutes which give each committee man credit for what he has done between meetings. Copies of these minutes are forwarded to the general superintendent, safety engineer and our city office. All of our foremen and yardmasters speak to their men regarding safety before starting work each day. They observe the men very closely and if they detect the odor of intoxicating liquor on any man he is sent home and not permitted to return until permission has been granted by the superintendent. We also inspect all tools before they are taken from the tool house to make sure that the bars are not burred and that the cutters and hammers are in good condition so that there will be no danger of men being injured by their tools. Our men have instructions to wear goggles at all times jvhen they are using bars or cutters. If their tools are not in the proper condition pieces are liable to fly and injure somebody. Pick handles, shovel handles, sledge handles, etc., are kept in good condition as we have had experiences in the past of split handles causing serious injury to the hands of our workers. It Is also the duty of the foremen to see that their men get proper instruc tions regarding the places in which they are to work and to see that everything is safe before they begin. I feel that the term "foreman" or "boss" should be eliminated and the title should be "educator," as I believe that the most suceessfi person is the man who makes a study of his men and makes the: feel they are a real part of the organization. A man who takes sue an interest In his work and does it to the best of his ability in a sa way, should be praised, as all of us are human and like a pat on tl back when we have done something worth while. For the protection of men who are loading or unloading cars red flag is displayed on each end of the track during the day time ai at night a red lantern is shown. On all excavations before leaving tl Job the men put safe guards and red lanterns so as to prevent accident The track men who are repairing tracks display red flags at day and r< lanterns at night. When men are unloading materials inspections a: made to see they have proper clearance along the tracks. Men Hammer Down Protruding Nails If our men find any protruding nails in the material they are unloa ing they are instructed to hammer them down. This also applies nails in material found in the yards. Anything that may fall fro cars or rubbish which somebody may leave in the yard is immediate removed so as to prevent- possible injury. In cases of men who stand on rails or inside of rails or on fro or switchpoints, or who get on the footboards of approaching engine we insist that they stand on the outside of the rail on the grow and that when they are on the footboard they must give their gineers an appropriate signal so that the latter will know all are safe. Coupling cars on .the short side of a curve is a dangerous practi so our men are instructed to couple on the wide side. Adjusting draw-heads with feet is also dangerous and in the past soi men have been hurt from this practice. We are doing everything pi sible to prevent such accidents. A report is made immediately to the superintendent's office regai ing the location of all derailments and running through switches, givi the causes so that our track men can investigate and see that tne tra is made safe and to ascertain if any footguards in frogs, switchpoii or crossings are damaged. It is important that such he replac immediately. Swinging of cars.; sometimes called flying switches, and poling a are practices that are discouraged in our department as we know tl is a menace as serious injury and death have resulted from this pr. tice in the past. We insist that when our men throw a switch they glance at t switch point to see if it is properly closed as there may be a sm piece of dirt in the point which would cause derailment and possil injury. 7 Records are kept regarding all accidents. When there is a tier* ment caused by running through switches or any other dangerc practices the records of our men are looked- up and the offenders 1 Metals Section r>i3 brought before the safety committee. In the majority of cases it is only necessary to reprimand the careless men in the presence of the com mittee and the violators Then promise to be more careful in the future. If the offense 'is so serious that it cannot be overlooked the offenders are suspended and copies of the suspension notice, giving the names of the men and the causes, are posted^ Employes who do not have good safety records and who do not carry out the safety practices are dis missed. We are instilling in the minds of our men the importance of being truthful in all of their statements and it is very gratifying to note how openly the men come to our investigations and voluntarily confess when they are responsible for accidents. They realize that it is important to be. truthful so that we can take the necessary steps to protect all of our workers. We insist' on our men going to the hospital to have dirt removed from their eyes. When we find that there is any ill feeling among our meu we in vestigate the matter and then bring the parties involved before the safety committee which endeavors to induce the men to settle their differences. Before they leave the committee meeting the parties in volved in the dispute must promise to work harmoniously in the future. Good fellowship is an important factor in safety work. We have 2,E00 men on our safety committees and it is a wonderful thing to look back and compare our present methods and conditions with those of yesterday. We feel that we all have a great work to perform. We realize that it is important that we should relieve the relatives of our workers from the fear of losing fathers or brothers or friends whose loss of life may mean the sole support and means of educating the family. It is very gratifying for the women to know that their men folk are safe aif work. DISCUSSION A. T. Kathmeb (Follansbee Bros. Company, Toronto, Ohio): There is just one question I would like to ask Mr. Hughes and that is why he uses the red flag when they are loading and unloading, instead of the regulation railroad A. R. A. blue flag? J. A. Hughes: I might say that the reason why we do that is because a man is educated to the fact that red means danger and therefore recognizes that sign immediately. When you are breaking in new men there is always the possibility of misunderstanding when you confuse them with colors meaning the same thing, so it. was taken up through our general safety committee and we felt that it was a step further towards safety to use a red flag so that a man immediately sensed danger. We did have more trouble while using the blue flag, in fact, we had some very close calls, and some of them were caused through ignorance on the part of some of our new men who did not realize what the blue flag meant, so we have adopted the red flag for that, too. 544 Fourteenth Safety Congress R. A. Shaw (Ford Motors Co., Detroit, Mich..) : In regards to flags, would like to put in a suggestion for consideration, that of condemning flags, for instance, cloth flags and those attached to a wooden. stick. W< are changing the blue in the yard and where we do not use a derailer we have a metal flag jainted green and I wonder if it is not advisabh and is not readily seen to have a permanent flag made out of metal. J. A. Nohthwood: We have adopted the metal flag altogether. EJ. a. Qttesxex: We have adopted the metal flag with half-inch rod four feet long, spiked end and at the top the rod is turned in an S shap< bend so that it will accommodate a lantern at night. D. V. Madalie (By-Products Coke Corp'n., Chicago, 111.): How doe Mr. Hughes get their men to wear goggles on the railroad work? Th switchman, conductors, firemen, especially on windy days when they ar out in the yards. How do they overcome eye trouble? J. A. Hitches; I might say that we expect our men to wear goggle on extremely windy days. They are always equipped with goggles, br we are unable to overcome all eye trouble as it would mean that th men would have to wear the goggles all the time. A gush of Wind' i apt to some along at any time. We aim and insist on our men usin goggles when they are in danger of lasing the eye, not merely from dii blowing around in the air. and we find very little trouble except in wind weather from loose dirt blowing Into the eye, which is a thing that : liable to happen any time while on the highway. C. M. Shading (Wisconsin Steel Co_ Chicago. 111.): I would like 1 tell of an accident we had a few years ago. A section band were doiri some repairs on a track. They chanced upon a bolt that was loose in frog and they wanted to remove it. One of the men applied a cold chis and in doing so a piece about the thickness of a safety razor blade as a half inch long completely penetrated this man's eyeball which nece sitated the removal of the eyeball. Up to that time wejhad never insisted on our track men wearing safegoggles, but since that time we have furnished them to the gangs wl have to cut a bolt out or do other work of that nature. Of course, t] best method is to burn nuts and bolts off and `that Is our practice on b jobs, but where there are a gang of three or four men going around t! track, they resort to chopping off a bolt or nut and we always insist those men wearing goggles. The above was a very unusual accident. VV. J. Haatortii (Xational Malleable & Sheet Casting Co., Clevelan O-); I would like to ask Mr. Hughes how he sells the safety idea to 1: foreman. I am up against that problem. You might convince the me but gentlemen, if your foreman is not with you it is no good to cc vince the men. J. A. Hcches; In answer to that. I might say that it has taken yea of patience. In the first place you must show your men, or try to g your men, as I have explained about our railroad men. I might s that also applies to our foremen. We first bring in our forem Metals Section 5io and talk to them and give them an idea of the benefit of the knowl edge we receive from the meetings of this kind, or communications which we receive from all of our plants or from our general safetycommittee in the city of Pittsburgh, and we explain to those men what the dangers are to their men if they do not have their own men under them to back the safety work, what is going to be the result from the mis fortunes and aceeidents that actually or eventually occur. J. A. Nohtilwood : One phase of our plant problems which gives us a lot of concern, is that in the loading of cars, perhaps by the operating department, material is dropped injuring the car brakes or equipment of the car that makes a tremendous hazard for the railroad man who has to handle it after the car is loaded. That has been a big problem with us. We are handling it with car inspectors and we have even put men on to watch and see the way the car is loaded. J. A. Httoses: We find that most of our trouble is from electric mag nets and our electric department has been making a drive on that for some time. Also the_ shipping department which diverts back to the electric again in lowering down or in carrying it across and not having proper clearance, thereby damaging the brakes. Donald Kntepder (American Steel & Wire Co., Cuyahoga Works, Cleve land, O.) : I have not been able to reach a solution for the problem of cars of coal coming into the plant with the hopper doors in such bad condition that it makes a very bad condition for men to unload these cars. In fact, some doors have braces between them so that a man has to go in and saw these braces. These cars are not limited to any railroad. G. R. Sobukn (Cincinnati Milling Machine Co., Cincinnati, O.): Get after the shippers of the coal. Evidently they are shipping in bad order cars. Donald Ksepper: You can do that at times hut when your plant needs coal and the lack of it would mean a shut down, you are very apt tc take the coal in whatever car it may come in. G. R. Soburn : I would suggest that this committee go on record anc write up some sort of notice to our railroads that they inspect and cor rect this condition. Mark D. Moore (Warden Allen Co., Milwaukee, Wis.) : It has beei our experience in Milwaukee, in the loading of -steel, that it would b> very difficult to get away with anything on account of one or two efficien load inspectors hanging around, watching how the cars are loaded. THE SAFE HANDLING OF MOLTEN METAL IN THJ FOUNDRY E. H. Ballard, General Foundry.*. Pattern Shop Supt., River Works, Get era! Electric Co., West Lynn, Mass. In accepting the _ invitation to present a paper on this importar subject, the same was done rather reluctantly, not because of any lac of interest on my part in safety work, but because of the shortage < 5-16 Fourteenth Safety Congress what I considered new material on which a paper could be prepared to Interest a group of busy men such as are present. It will be my purpose in the few minutes allotted, to try and acquaint you with, some of the safeguards and practices in use in our foundries. Safety is not easily sold to the average employee. We believe one cf the best salesmen is a good safety inspector who is constantly ming ling with the employees, not as a watch dog, but as a protector and ad visor. His very presence in danger zones has resulted in marked re ductions in lost time accidents from handling molten metal, as well as other hazards, which we will show by comparison later. In one of our smaller plants employing about six hundred people, it has been our practice for several years to utilize the services of our safety inspector by having each new employee presented to him and he in turn introduces the new man to the foreman on the job. acquainting him with the hazards, explaining the fundamental rules of safety, and the benefits offered by the company, also the new employee's responsibil ities. Before the new: employee commences work he signs an agree ment to use all safety devices furnished him, wear moulders' safety shoes if obliged to carry molten, metal, and generally obey safety rules; also to report injuries, even slight, to the proper party. He also agrees to use his best efforts to guard himself and fellow employees against accident. There is every evidence that this agreement entered into with new employees has been very beneficial. In the plant above referred to, both iron and steel castings are pro duced. Our hazards are naturally common to other plants producing a. similar line of work- I will briefly review some of the more import ant safety measures. --- Steel Foundry Steel is produced in open-hearth furnaces, charging being done by machine, using the standard design of steel charging boxes, except that our boxes today are provided with. numerous cored holes in the bottom to allow moisture to drain away prior to charging of material into the furnaces. Some years ago before drain boles were provided, on one occasion during winter, ice covered scrap was delivered to the furnace platform in chargings boxes. After standing for some time the ice melted and as there were no provisions for escape of water, boxes when charged into furnace contained considerable water. "When boxes were dumped, water coming in contact with hot furnace bath caused an ex plosion, resulting in damage to the roof. By providing drain holes this hazard has been entirely eliminated. We have lately provided a covered scrap storage, which also removes the hazard of charging wet scrap into the furnace. This covered stor age building is more_than paying the investment charge, and is con sidered a good safety pleasure. Our furnaces are tapped from the spout side of furnace into crane ladles from a swinging platform, well guarded (as will be later shown). Metals Section 54:7 allowing men tapping out perfect freedom of action and protection from accident. -__ All cranes are daily inspected mechanically and electrically, and each week every foot of cable is cleaned with kerosene and careful inspec tion. made. Ladle bails are of the detachable type, and they also are systematically inspected, together with the ladle trunnions. We are obliged to transfer considerable portion of the steel from one building to another, which is done on a specially constructed ladle car of standard gauge, with, a storage battery transfer car as a moving agent. In transferring ladles of molten metal about the shop, it is always customary to have someone precede the crane, warning those who may be in the path of travel. Ladles are carried just as close to the floor as possible. ^ In pouring steel all men working about the pouring floor are pro vided and use special^ glasses. The upper portion of lenses are blue, and plain glass in the lower sections. This combination allows clear vision for the men moving about safely, and the upper section pro vides protection from the intense light of the hot metal, and saves many eye injuries from flying sparks. Rigidity Essential in Ladle Shells We are firm believers that the' utmost rigidity is essential in ladle shells, especially large capacity ladles used for steel, which prevents cracking of lining bricks and distortion which affects the slide mechan ism. There is evidence that this point is sometimes overlooked. Ladle Slides--Gearing, stopper rods, and accessories; lead stop pers, sleeves and nozzles, are each in themselves vital factors in the safe handling of molten metal. Great care is given our ladle slides and rods. Black lead stoppers are aged for months in contact with low heat before use. Stopper rods are dried out for at least ten days prioi to using. It seems to me too much attention to the details is im possible when. we consider the important part the stopper mechanisir plays in controlling jthe pouring of large masses of molten steel. Iron Foundry About fifteen tons of molten metal are handled daily, all going int light work, which is hand poured. Each moulder is provided with a pair of goggles, which he religiousl: uses when handling 7molten metal. From the stock room each moulder secures daily a pair of standan leggings, and returns them when through for the day. By this systeD ail leggings are inspected daily and kept in good condition and onl; those safe for use are given out. Daily inspection of safety shoe worn by the pouring gang is also made. During the casting period the safety inspector is usually found, i front of the spout, and the dangerous practice, which was usually1 fo lowed in days gone by of moulders cutting into the stream to fill han 54S Fourteenth Safety Congress ladles, has gone, and one of the greatest hazards removed. By sup plying metal to hand -ladles from the reservoir ladle, a safe and sane method has superseded^ the dangerous one, and lost time accidents re duced to the minimum. The mere presence of the safety inspector on the job at times deters some of the more anxious ones from breaking this rule. Cast iron overmelt troughs are provided and conveniently located, eliminating the dangerous practice of pouring surplus metal on the floor for some innocent one to walk into. It is our custom to maintain straight aisles and keep all gangways clean. No curbings or3*ails are allowed above floor level. Crane ladles are of the geared tilting type. One of our larger foun dries has recently changed most of the old worn.gears for the improved helical-worm gearing, which insures the ladle remaining in a given posi tion, and is very easily tilted for pouring. It might be well at this point to mention a common dangerous practice of carrying the crane ladle con taining molten metal about the shop in other than a vertical position. General Observations A suggestion recently advanced which has much merit, is that in designing new foundries and remodeling old ones, that consideration be given to providing safety galleries back of crane cages to permit of easy exit in case of a bad spill or excessive beat'from floor; also that all crane cages should be well protected from a spill of iron or steel. It often happens that stoppers become frozen in the nozzle. A variety of methods are employed to raise the stopper out of nozzle, most of which are attended with more or less danger from molten metal. I am of the opinion that some safer method than we yet know of could he provided. fESuch. a contribution to the steel industry would be welcomed. Good flask equipment with proper flask joints should be maintained. The majority of ourTlasks are metal, and very little trouble is ex perienced from runouts. Most foundries do have some wooden flasks. One of our foundries provides a one-inch thick strip on the joint face of both cope and drag^ and replace when needed at. little expense, in suring greater safety. Slag spouts on cupolas should be equipped with suitable shields to prevent blowing sparks and slag on to operators or passers by. Air pipe from the blowers to cupolas should be equipped with suit able back pressure safety gates so that there is no danger of carrying flame and fire into the blowers causing explosions of gases. Stabilization of Employees One of the indirect means of safely handling molten metal is stab ilization of employees. One of the contributing factors is suitable pro vision for the health and convenience of employees in wash 'rooms, toilets and locker rooms; also shower baths with heating facilities that they may he used in winter as well as summer. Metals Section 519 Where Americanization work is carried on, may I suggest that some of the lessons in English be taken from our plant safety slogans and notices, as a further means of creating interest and education in safety work* . When we analyze the accidents in plants well guarded mechanically, it is generally conceded that the major portion of accidents are due to personal carelessness, which emphasizes the importance of the per sonal educational work so necessary if we are to maintain low acci dent records. In conclusion, I Wish to express my appreciation for the opportunity afforded me to present a few facts, and I sincerely hope that I have contributed something of value to this convention. May T leave with you this old adage, improvised: "The bee gains little from, the floiccr, A. stone a day rvill raise a tower. Yet the hive is filled, the toicer is done If steadily safety work goes on." DISCUSSION JHarby D. Inzntem (Pennsylvania Department of Labor and Industry, Pittsburgh, Pa.) : I noticed Mr. Ballard spoke of goggles being furnished and worn. Recently we had an experience in the Department of Labor and Industry where we required wearing of goggles in foundries and we received a protest from the local branch of a molders union, a stove plant. They protested the wearing of goggles, claiming they created hazards that were greater on account of fogging. They claimed they had clear but long aisles to travel in. H. A. Rowland; Dur experience in regard to wearing goggles in the foundry by hand pourers has been unsatisfactory. We had a two weeks' experience and found our men got into all kinds of pre dicaments and dangerous ones too, in going from the spouts to then ladles to pour off. - After two weeks of watching the men discarded using goggles, especially the hand pourers. But at other points we do use goggles. W. JT.- Haxfortii (National Malleable & Sheet Casting Co., Cleveland O.): Mr. Ballard spoke of inspection of crane cables and of washinj them in coal oil once a week. We have twenty-four cranes in our plan here in the city, and the way we inspect our cables is by getting up 01 top of the cranes, the inspector, and myself at times, and taking tw< small pieces of white waste and letting the operator start downward ver; slowly while we hold those pieces of waste against the cable. As the; run down, any broken strange in the cables will catch a piece of th waste and in that way we run down any broken particles in the eabl< We keep our cables greased with a cable dressing all the time, and a we have such a great number of cranes and hoists you can see it woul be quite a job to wash all the cables once a week and then redress then He also spoke of inspection of shoes ..and goggles. We have. reduced our burns In foundries, all of which employ hand pourers with the excep tion of one, to practically nothing by this one simple method. Every foundry foreman is given a bunch of slips entitled, "Shoe, Legging and Clothing Inspection" and every morning before nine o'clock I must have those tickets on my desk, reporting to me every man in his foundry is in suitable condition to pour iron that day. Shoes must be good, leggings must be good, clothing must be good, goggles must be worn. We have reduced our burns to practically nothing. Fourteen hours lost in the last year in five foundries. With reference to the objection raised against goggles fogging would say that you can now buy non-fogging goggles for the same price as those with the common glass. James Hemmit: We have experienced similar trouble with the goggles and we have also had trouble with leggings. Our men claim sparks fly ing get behind a legging or above their knee and burn throngh their clothing and they get a more serious burn than through their leggings. Has any one had a similar case? G. A. Hobth (American Foundry Co.,. Berwyn, Pa.) : I want to extend an invitation to Mr. Mem.mil to visit our Berwyn plant. From January up to the present time, we have had no accidents in the foundry. We discharge any man who fails or refuses to wear his goggles. Mr. Peek (American Bolling Mills Co.): We have taken up the non fogging goggles, but there must be something wrong, as from those we have received we find there is no such thing as a non-fogging goggle. Mr. Ksorr (Pairbanks-Morse Co., Beloit, WIb. ) : I would like to say that the Fairbanks-Morse Company provide goggles for their men pour ing and every man uses them. If any of you gentlemen will visit the plant at Beloit you will find the men pouring from hand ladles or receiving' metal at the spout all wearing goggles. George Hodge (International Harvester Co., Chicago, 111.): We have foundries scattered throughout the country, small and large, and we have a rule that all men catching iron must wear goggles, and they do wear them. They have all- kinds of goggles, according to the wants of the local plant superintendents, but the ruling is that no man can catch iron without wearing them. ~ E. E. Armstrong (Chapman Valve Co., Springfield, Mass.): We have three foundries--iron, brass, and steel--and in our iron foundry every one of our pour-off men wears goggles. They are compelled to wear them, and each man accepts the position with the understanding that he will wear them. Arthur Berquxst (Youngstown Sheet & Tube Co., East Chicago, Ind.) : There is one thing I would like to ask of Mr. Ballard, that he did not mention in his paper, and that is, when the molders are working on the copper underneath where the crane is raised up, what is done to pre vent men standing up underneath? We have overcome this by using Metals Section 51 two large wooden horses which. prevents the men from working undt neath while crane is suspended in the air. iff. H. Batt.ard: We don't do but very little. We roll most of o copper. We have substantial horses, too, but wherever a job is lar we. handle it very cautiously. Hebbian J. Spoerer (Youngstown Sheet & Tube Co., Evanston, III. I would like to ask Mr. Ballard how their safety inspector finds enou time to talk to each man in the morning. E. H. Baixabd : It is not often we put on a very large number of m at any one time.. In the first place he reports in the morning at se\ o'clock in the employment office where he meets the physical inspect That man personally takes him to the foreman and introduces hi also sees that he has a locker, shows him where that locker is and h to use it. Incidentally, he checks that man up in possibly one or m weeks time to try to learn what there is about the particular place work with which that man is not becoming familiar. A. J. Rawmss (Simmons, Ark.): I notice in the picture shown o molder using a hip length legging with the flap of the legging at front. We have given quite a lot of study to leggings and have de oped one in which the contour of the legging came around the man v the flap at the side rather than at the front, so that when the mol bends over, in pouring his iron, the flap in the back can not open up . form a pocket. Molten metal gets into the folds. of the man's leggii We believe this is a very important thing which we have found, since we have used that type of legging, which was put into gen use about March of this' year, we have not bad a burn. John Guix: We have a scheme at our foundry when our men pouring molten metal and the thing works out fine. Our men who cs the ladles around wear goggles but they are changed so often they d have time to fog or steam before they pour. Our tool room man hi case full of. goggles and he has a supply of alcohol and cotton, every time a man is ready to pour casting, there he is right on the s and he hands the man who is pouring his mold a pair of clean gog He wears those goggles until be gets done pouring, then our cr transfer the ladle to the smelters or along to other molders, an* they pour from that ladle into the mold the next men who are pou are handed clean goggles again. When they pour out of the smaller the larger molds they wear the goggles, but they do not have any tance to transfer. So each time the man pours there is a man t to give him a clean pair of goggles. Hfkv'y j. Spoekes: I want to ask Mr. Ballard, a. question regar the hip length legging. What was that, a strap up there, and to was the strap connected? E. H. BAiXiBfir To the belt. Hebiian , J. Spoerer: ' If a man does not wear a belt what then? E. H. Baixabd: The Erie Works have been working on this pr< OO'i fourteenth Safety Congress tion of leggings, and I presume it must have merit or they would not have adopted it. Mr. Saxfokd (General Electric Co., West Lynn, Mass.): .1 happen to be somewhat familiar with the legging proposition. That legging covers the side of the leg. but you know the danger of a picture unless you have got a full face view. CriAiisMAX McKes.vev: I wonder if Mr. Woltz, chairman of the Nominating Committee, is ready to report? J. M. Woltz (Youngstown Sheet & Tube Co., Youngstown, Ohio) : Mr. Chairman: Your Nominating Committee begs leave to report as fol lows : For Chairman--A. C. Gibson. Spang-Chalfant Co., Inc., Pittsburgh, Pa. For \rice Chairman--F. G. Bennett, Buckeye Steel Casting Co.. Colum bus, Ohio. For Secretary--J. A. Northwood, Bethlehem Steel Co., Johnstown, Pa. In accordance with the resolution passed at the session Tuesday morn ing, -we nominate for your Executive Committee, T. H. McKenney, the retiring chairman, the three officers just named, and H. G. Hensel, Safety Director, Western District, The Youngstown Sheet & Tube Co., Chicago, 111., and JohnTA. Oartel, Safety Director, The Carnegie Steel Co., Pittsburgh, Pa. -- RECORD OF ACHIEVEMENT IN THE METAL INDUSTRIES Lucian W. Chaney of the U. S. Bureau of Labor Statistics It has been my custom from year to year as the Metals Section has been in session to bring to your attention the figures which showed the changes in accident hazard which have occurred. I propose now to summarize these findings in order to give as clear and definite a picture of these changes as the material will permit and to discuss the reasons why an intrinsically hazardous industry such as the iron and steel has been able to maintain a condition so constantly improving. I Since 1913 I have been able to keep a record of a section of the iron and steel industry, including plants which have done the most persistent and effective kind of safety work. This section includes approximately 50 per cent of those employed in the industry. - The entire group shows the following frequencies per 1,000,000 hours exposure: 1913, 60.3: 191S, 2S.S: 1923, 12.7; 1924, 10.2. I have the figures fo^ each' year, but it is not necessary to introduce them in order to illustrate my point. It should be remarked that the section under consideration is perfectly typical of the whole industry in having all possible forms of iron and steel production. The figures show a S9 per cent reduction during the period. It is possible that this general result is obtained by extraordinary reduction in certain classes of plants while others have little or no usHtapr***- l 1i'~': UWU.> '_______ "H -'Li^~1' Metals Section oc improvement or may even show an increase. It will he pertinent ther tore to examine the different items which make up this whole. (3 Fabrication: 1913, 100.3; 1918, 3S.2; 1923, 32.6; 1924, 33.4. While fro 1913 to 1924 there is a 67 per cent drop from 1923 to 1924 there is slight rise. (2) Sheets: 1913, 61.6; 1918, 25.9; 1923, 17.2; 1924, 10 This group shows a constant decline with a change from 1913 to 19 of 83 per cent. (3) Wire products: 1913, 59.3; 1918, 18.8; 1923, 7. 1924, 6.2. This group of figures shows continuous decline with a 90 p cent drop from 1913 to 1924. (4) Tubes: 1913, 27.2; 1918, 9.1; 1923, 7. 1924, 5.1. Constant decline with change from 1913 to 1924 of 81 per cei (5) General Steel Products Group A: 1913, 70.9; 1918, 42.0; 1923, 13. 1924, 11.8. A constant decline with a drop over the entire period of per cent. (6) General Steel Products Group B: 1913, 41.3; 1918, 31. 1923, 9.S; 1924, 7.9. A constant decline with an S9 per cent drop o'? the period. The meaning of these figures needs no explanation. Over a peri including the great war these plants, with almost absolute steadine have reduced the frequency of their accidents. There is anotherijriewpoint from which this matter may be consider' For the group above discussed it was possible to classify annually causes. An examination of some of these, chosen somewhat at randc will be significant. Consider, for example, machinery. The frequer of such accidents in 1913 was 7.3; in 1918, 4.0; in 1924, 2.3. Hot s stances, the characteristic hazard of the industry, 1913, 5.4; 1918, 3 1924, .87. Falls of person. 1913, 4.5; 191S, 2.S; 1924, 1.4. Handling to and objects. 1913, 26.7; 191S, 12.8; 1924, 3.9. Here again, with remarkable constancy, the rates drop from year year. Clearly the influence making for lessened hazard is a pervas one, affecting all the various causes. Critical comparison will show V different types of causes are not influenced in the same manner, nor the same degree, but all are influenced in the same direction. Thus far consideration has been of a section of the industry wh was chosen because of its strenuous efforts to control its accidents. 1 figures presented jlemonstrate that effort of this kind produces resu It will now be interesting and profitable to direct attention to a m inclusive group, which will contain other plants which have come m recently into the Tield and have not as yet developed the degree effectiveness which,is characteristic of the group already discussed. Attention has already been called to the .fact that the plants so included in the survey constitute about 50 per cent of the industry. 3923 the frequency of accident for the whole group was 10.22, that the entire industry 33. A simple calculation shows that in that y the rate of the less successful half of the -industry-1 must have beer the neighborhood qf 56. This is a somewhat startling condition to prevail. It has been ca to your attention before perhaps not with sufficient emphasis. It me that a considerable portion of the iron and steel industry is not tab 554 Exnirteenth Safety CoJigress the safety movement as seriously as it deserves to be taken. It is fair to remember that industry has been through a period of terrific disturb ance, but the war is over and the loose ends ought to be gathered up and a forward movement begun. To show what has been happening in the industry as a whole and its several departments the year 1910 will be contrasted with 1923 and two five-year periods, 1910-14 and 1915-19, will be presented: --- - 1910 Iron and steel industry_________________... 74.7 Blast furnaces _____________________________. 87.9 Open hearths .............................................................106.4 Foundries .................................. ............................... 53.2 Heavy rolling ......................:r. .. ... 79.2 Bessemer ----------------------.------------------------------------- 130.2 Plate mills ............................. =................................ 64.5 Sheet mills ..........................--------- - ......... 61.0 Tube mills ....................... . Wire drawing . ------------- ............................. 55.9 -------------------------... 77.6 Electrical --------------'.-------------------------------------------... 62.7 Mechanical ____________________________________... 56.4 Yards .............................................. ~ ------------------------... 44.8 1923 33.2 31.7 30.2 63.2 IS.6 21.5 26.4 28.5 18.2 21.9 17.6 19.4 29.4 1910-14 59.2 62.3 75.0 63.6 46.1 89.S 49.9 51.1 40.5 65.7 47.1 62.7 50-8 1915-19 41.6 39.0 50.5 61.0 32.4 57.7 39.2 32.7 22.4 45.8 40.3 41.3 37.5 Thus far I have beejT "saying it with figures," and it appears to me convincingly saying it. --While the results are uneven. as shown above. they demonstrate beyond a question that even in an extra hazardous industry, such as iron and steel undoubtedly is, the application of sound principles of accident prevention will improve the situation. What then are the principles of accident prevention which have made possible this "record of achievement?" The elements of an accident prevention program are: (1) Engineering Revision. (2) Care in the selection of the men. f3) Development of skill by proper training. (4) Close supervision. (5) Securing andlznaintaining interest. (6 ) Statistical study.1 (1) Engineering Revision. The expression "engineering revision" was devised in order to supply a single brief title for an extended and com plicated process. It involves the utmost possible thoroness in the appli cation of engineering skill to make safe the operation of industrial plants. It begins with the type and location of the buildings. It involves a thorough scrutiny of transportation facilities and easy and safe access to every point where-a worker must go. Lighting, natural and artificial, will be given the most careful attention. No new machines will be installed which do not conform to a high standard of safeguard ing. If old machinery, jjsub standard in respect of safety, is too good Metals Section to be discarded, safeguards will be applied. A machine not possible safeguard will be rigorously discarded no matter how efficient. Nowhere has engineering revision been more thoroughly applied t in the better plants of the iron and steel industry. They have si money lavishly and have continued to spend it even when business at a low ebb. They argued correctly that such a time was an opportu to strengthen their defenses against the inevitable difficulties of period of recovery. (2) Selection of men. The methods of these plants in recruiting t working forces vary, but all of them in some way or other give atten to getting the right man in the right place. As a rule all the hirin done at a central office and the applicant is required to report t physician and have a careful physical examination. Such an exam tion is strongly opposed by many of the labor organizations and ' have some reason for their opposition. It has been true that physicians employed have not always been as skillful as they sh be. In spite of such objections the physical examination is stea becoming more general and is unquestionably a great safeguard, against the spread of disease and against the occurrence of accid< To illustrate its value in the case of accidents consider the case > worker who has lost an eye. The defect of vision might easily be < looked if a man was hired with no examination. There are places w the defect would vadd but little to bis accident hazard. In. other < pations it would greatly increase the danger. Or again without exan tion a man with incipient hernia might be assigned to a job invol heavy lifting and so be likely to- suffer seriously. ,(3) Training in skillful methods of work. Much has been said a training in habits of care and caution. I have had occasion befor insist that this, while important, is not the main consideration. Xot can be clearer than-the demonstration that periods of industrial reco when new men are' coming on are times when the accident rate up. These newsmen are not careless, in fact, they are likely t anxiously careful. As they learn their jobs they may appear to be careful, but they nre safer. While the plants which we are considering are by no means perfe< this matter of training their men they do give this item a degrc attention which Is reflected in their phenomenal accident rates. (4) Supervsion. The foreman will naturally he the man upon w will rest the burden of instruction suggested above. The plants of group have worked out a variety of schemes by which their foremer developed both as instructors and supervisors. The foreman has rea his position by reason of superior intelligence and adaptability. II management is successful in turning this intelligence In the dire of safeguarding his men it has accomplished one of the foremost 1 of an accident prevention program. (5) Securing and Maintaining Interest. This branch of effort is s times urged as the most important element in securing satisfa' 556 Fourteenth Safety Congress accident reduction. If accident reductions are to be judged on the basis of quantity this is unquestionably a proper view. There is another side, namely, the elimination of the relatively few cases of severe and mortal injury. It still remains true that the recourse for this phase of the situation is to be found in safeguarding methods. Making due allowance for the needs of severe injury the efforts of the leading iron and steel plants in the direction of promoting interest among their men have been of enormous importance. The safety committee system was first adopted on a large scale by these plants. They have utilized the foreman's bonus with telling effect. Their use of competition between plants where one company had several plants has been intelligently planned and vigorously prosecuted. In some notable cases the interest of the community has been aroused by contests among the pupils in the schools. Since the accident rate secured by these plants has been less than that of other industrial groups whose hazard is naturally less, it must be agreed that they have succeeded in the application of accident prevention measures in a remark able degree. n (6) Statistical Study. While I am unable* to regard the statistical methods of this group 1) plants as being unqualifiedly good this must be said: They have recorded their accidents with painstaking accuracy and have constantly used their results for accident prevention. It will doubtless seem to many of you that this review of methods in the more successful portion of the iron and steel industry disclosed nothing new. You will be quite right in so thinking. There is ho novelty in this effort. It has succeeded by the persistent and energetic applica tion of principles which became evident at the very outset of the safety movement. ___r THURSDAY MORNING SESSION October 1, 1924 The meeting was called to order at 10 o'clock by Chairman McKenney. Chairman McKexxeY: We will proceed by reading and answering some of the questions that haye been given me on these cards during the last few days. Question: What is the opinion on the use of wire wound hose in connection with air tanks used in cutting iron notch and tap holes on blast furnace and open hearths? J. M. Woltz: We had an experience some time ago where the nozzle was frozen and we had a back fire and an explosion. The hose used was wire bound and we had about eight or ten men badly hurt by flying particles of wire from the hose. Since that time we have eliminated the use of hose. ^ We use manufactured gas, and in their recommendations they urge ihat wire bound hose The eliminated. Mr. F. H- Rowe (Wheeling Steel Corp., Wheeling, W. Va.): We don't Metals Section permit the use of any wire wrapped hose, due to the fact that the fell sometimes working up in the air get the hose in contact with electrical wires. This has happened in the past with serious results Mr. Woetz: If any of those here are interested in rules for cuttin, burning, I would be very glad if they will send a note to me wh< get home, requesting that I send them a copy of a new set of rules we have just gotten out in collaboration with people manufacturing C. E. Sankey: There is a grease- that gathers in the hose an causes a back fire. It is claimed that on the little hose on the hcety and oxygen tanks no back fire can happen. The Lorain Steel Com] have tried it out and they nearly burned the torch out. Pearing same thing would happen to ns, we have prepared a new set of r and do not permit the use of wire wrapped hose. A. Berquist: It was I who asked that question, and the reason 3 is because some time ago I sent out a questionnaire to eight or plants, asking what their practice was in the use of hose in connei with blast furnaces and there doesn't seem to be any set practic any company. I can't find any standard practice. I asked that que: hoping to receive and formulate some proceedure for that work. Chairman McKenxey: The next question is, "What mechanical g or device has been developed for protection of shearmen and helper sheet and plate shears?" A Member: We furnish some of our large shears with small tra: cables underneath the shear blades, and as the scrap is cut off it on this small table, so the shearmen do not have to reach out f< That is the only guard we have. A Member: We don't have any plate mill, we have sheet mills, have no mechanical device, but we have been developing a spat fo: shearmen to wear. This is a sort of pad like any ordinary pad they use in wristlets. We think it is going to work out fine. Johx Gull-: We have end shears and side shears in our plant. the plates come down the roller tables they first pass through the shear. We had quite a number of accidents because the men, when work! the shear, stepped on the gauge and at that point the rollers were to start. Men have been caught between the plate and the sheai have been badly injured. To prevent reoccurrence of such accidents we have installed a that a man has to push before he can get in to get the gauge c plate, and whenjhe pushes that lever he automatically cuts off tin rent so .it Is impossible for the rollers to start until he steps out the shear. At our side shears we have the rollers passing downward in s way that it eliminates any danger of the men reaching under the i We have a rod of heavy bar steel arranged so that, when the me shearing, the man who trips the shear by air simply touches a lever which holds the plate down. ;=! * 558 Fourteenth Safety Congress A. T. Kathxeb: I have studied the possibilities of protection to the shearmen for about sixTyears, and it is a mighty hard thing. No me chanical device that can be put on a hot shear will protect the men and let the work go ahead. You can put signs up, you can instruct them, but you can't put a guard on a shear knife and get the sheets out with any degree of speed. It is a case of education all the time. I am interested in safety for school children because I have children in schoo.1. I take the N. S. C. bulletins and give them to the boys and they post them on the bulletin board at school. The hoys in the neighbor hood come around asking me for the posters at the shop after I have taken them off the bulletin board there. Johst Oabxel: I am ready to show the pictures. Reei. No. 1: Guard for industrial trucks--General Electric Co., Schenectady, N. Y. This guard was developed after one of the employees received a severe injury due to backing a truck into a steel column. It is not recom mended for use where operators run into elevators or in other places where it may be necessary for the operator to jnmp to save himself from other injury. Mr. Goodspeed, can ydu tell us anything more about this picture? M. C. Goodspeed (General. Electric Co, Erie. Pa.): We had consid erable difficulty bumping into the material, so we put that guard ou the platform, and in had an accident. guard. the two years we have had it installed, we have not We have overcome a very serious difficulty with that J. T. Rhoads (General Electric Co., Lynn, Mass.) : What is the thick ness of the metal on that kind of a guard. Mb. Goodspeed: I should think about sixteen gauge steel plate, but I am not absolutely certain. Reel No. 2: Automatic stop for large multiple spindle drill, having counterweighted head--General Electric Co., Schenectady, N. Y. The test on this device showed that the head would stop within two inches of its position when the strain was taken off the chain. Reei. No. 3: This is a portable oxy-hydrogen outfit--General Electric Co., Schenectady. N. Y. Note, the addition of the hydraulic flash-backs to the equipment. Reei, No. 4: This is a special tool rest to prevent grinding on the side of the wheel--General Electric Co., Schnectady, N. Y. This device increases the life of a wheel from 10 to 20 per cent. Reel No. ,5: This isT^a cutter guard for milling machines--General Electric Co., Schenectady, N. Y. Where cutters are run with stream of lubricant, guard is made solid instead of perforated. Reel. No. 6: That is a sling for handling barrels--General Electric Co., Schenectady, N. Y. With this device, steel drums weighing fifteen hundreds pounds have been lifted without slipping. Metals Section 55S Mk. Goodspeed: That was developed down at the Brie Works and was used to handle the barrels more quickly, and has proven out to be verj safe and an easy way to handle them. Reel No. 7: This is a special guard for sawing metal and fiber tub ing--General Electric Co., Schenectady, N. Y. The guard is supported on the side shown by two composition roller! and on the other side by steel roller, which fits into the guide groove It is necessary to provide a stop, not shown, to prevent the guard beini pushed any further than is necessary to cut off the tubing. If the guan hit the saw. It would do some damage to the saw. Reel No. S: This is a special picture showing special cut nails fo preventing nail accidents in making cores. This picture was sent in b; Mr. Quesnel of the Commonwealth Steel Company. Eosjir G. Qi'ksxel: The nail on the right has got a blunt or fla wedge shaped end or point. The one on the left is an ordinary foundr nail with a cut point. We found that by cutting these points off of th nails, they conld be used in making the cores in our foundry just a easily as the ones with the point. By eliminating the point, we elim nated the chance of a nail being 'driven into a man's foot through hi shoe readily. We have wooden floors in our foundries and when the electric true rolls over them, it leaves the nails sticking up on an angle which is very dangerous condition; We have not had a nail accident since we bought nails without point and our men would rather use them. It also saves scratches and teai on the hands when_^ reaching into a bucket, and the blunt edge nal seem to go into the cores just as readily as those with the point. Reel No. 9: This is a method of charging cupola. This picture w; sent in by the Locomotive Stoker Company. The charge is made up in the yard, loaded on all steel trays an weighed and then transported to the charging floor by means of a lil ing platform, electric truck. At the cupola above the charging door a twelve-inch diameter direct lifting, vertical air hoist, having a hoc provided on the end of the piston rod. The hook engages the hole : the steel tray, air is applied and the charge is dumped into the cupol Reel No. 10. This is a guard for covering facing heads on horizont boring mills--also sent in by the Locomotive Stoker Company. This guard is built of angle iron and expanded metal and is attach to either the head or the tail stock of the machine by means of a hing so that during the set-up the guard can be raised back out of the way. Reel No. 11: This is a charging buggy car and step--Commonweal Steel Company. , Mk. Quesnel: : Formerly the frames of these charging buggies we cast without the little projection you see there on the left hand sid it has a slot in it. That is a step which is cast now in the chargi; frame for tbe man who is mounting the buggy, so he has. a place to stai 5UO irourteentu Safety Congress on without getting in between the couplers. That step has a hole In it so it won't accumulate water and dirt, and it keeps itself clean. The automatic coupling device is the same as that which you-can see on the railroad with the exception that we found we were constantly having trouble with couplers breaking by pig iron falling on them. When we designed the new buggy we put on that hood, which you notice comes out over the coupling. This protects the hinges and pins in the couplings, and has practically eliminated damage to our coupling equip ment. The result has been that we have had no accidents from dis connected couplers and men going in and coupling by hand. This device Is simple and is permanent because it is the integral part of the frame' itself. - Reei. No. 12: This shows the old style charging buggy. Rehx No. 13: This is a portable distillate tank and torch for foundry --Commonwealth Steel Company. Mi:. Quesxel: When drying out molds in a foundry you find that it is necessary to use heat. We did use gasoline, poured it over the molds and lighted it and let it burn out, but we found this was not a very satisfactory practice. JDt course we put it in safety cans and. only al lowed the leaders of the gangs to use it, but it was a dangerous practice. We found that by using a very crude grade of distillate under air pressure, it would do the work, but a great deal better than gasoline. With gasoline you know that the heat is above the frame where it is ignited. By reversing The flame in this case it is far more satisfactory. This tank is portable. We have also protected the handles on the truck frame with an iron guard so men wheeling it back and forth can not skin their knuckles. Tt is a perfectly safe device. We have a safety plug in the cylinder so if there is excess pressure no damage is done. We use a pressure up to 90 pounds in the tank. Reel No. 14: This is a mechanical closing device for end of chme. Mr. Quesnel, tell us about this. Mr. Quesxki.: The chute is used for bringing out the old cores and dumping them into cars outside of the building. We formerly had These chutes without doors, but in filling up cars, sand would bounce over and before they were filled up the doors would be put on. In doing so the man had to get up on top to operate the doors. There was always the chance of letting the door slip down and mash his fingers, or when he was adjusting the door some one at the top would turn on a lever and bury him under the sand. Now when the operator wants to open and close the door, lie pulls the chain and the doof automatically adjusts itself. Reee, No. 35. This is an automatic self set brake on rolling ladders-- Commonwealth Steel Company. Mr. QueSXel: Last January a draughtsman was up on the third step from the top when onei of the other workers went by, struck the ladder and moved it. . The man on the ladder did not have a hold of it. and Metals Section 561 lost his balance and fell. We wanted the ladder to roll when we wanted It to roll, but we wanted it to stand still when it was not supposed to roll. A. steel bar running entirely alongside of the ladder rail is con nected to a bar that goes over and is bolted in the center on a bracket that carries the mechanism that hangs over each wheeL That bar goes right through the stringer on each side; goes out on a shoe arrangement and connects up with the heavy stringer in here. Now this brake, this spring, is at rest when these (pointing to picture) are clamped down on the rubber tires. The only way to release the wheel is to extend the spring and lift these shoes, which is done by a pressure on this bar anywhere. Reel No. 16: There Js a picture of an unsafe pile of rail scrap--Com monwealth Steel Company. Reel No. 17 :This shows the same pile of rail scrap--Commonwealth Steel Company. Mr. Quessel: The men, when they break the rails, throw them in a pile, but they are thrown straight, and the magnet comes along and picks them up straight and deposits them in the same way. It is, as you see, a much more sightly condition, takes much less room, and you can take stock or inventory in an efficient way and with much less waste of time and labor. Reel No. IS: This is a red electric warning light--Central Steel Com pany. This device is used to guard power lines crossing tracks to warn op erators of locomotive cranes. Reel No. 19: This is a close-up view of the same device. Is there anyone here from the Central Steel Company who can tell us about this device? Mr. Voss (Central Steel Co., Massilon, O.) : Everyone one of you men who have locomotive cranes operating in your plants know there's always the possibility of your power lines being struck, especially at night. We had trouble of that kind and we now have a light on the yard circuit across all the tracks where power lines pass. The lamp is furnished with two lights so in the event one burns out the other will function. In addition to that, we have a tickler on each side of our power lines made up of one-inch lumber with, uprights of four by six. When the boom comes along it will hit the lumberand in that way the engineer knows that he is getting near the lines. Mb. Qtjesxel: Don't you require locomotive crane booms tocarry certain lights? Whatns the minimum railroad clearance? Mr. Voss : We have the regulation clearance for all wires and all operators should carry their booms low enough to clear all wires, but you will find that the operators traveling through the night do not have their boom low enough to clear the wires, and when they are called down for it, their only excuse is, "1 thought I had my boom low enough." So with these lights we feel there is a warning and there is 562 Fourteenth Safety Congress no excuse for the men coming back and saying they thought they hat their boom low enough. W. J. Haxfobth: We do not have the condition that has been se forth in the last few minutes, but I have seen in steel mills in your dls trict where they marked the cable so when they come to that poin the operators know where the cable is. Heel No. 20: This is a canvas safety belt. This picture was sent ii by the Cambria Plant, Bethlehem Steel Corporation. The belt is made of five-ply canvas, having snap and ring which with stood drop test of one hundred eighty pounds at eight feet. Mr. Northwood: That belt was developed by. our company to b used in bins and for roof work. It has proven to be very satisfaetor; by our men. It has a forged steel clasp, also a forged ring. It is t very good thing and we know it will stand the gaff. Reel No. 21: This is a bridge builder's belt, same company. This belt has two tabs to hold wrench and a pouch to hold drift pin Mr. NOrthwoon: You see there a lap for riggers and a lap to hob various types of wrenches and the top lap is made to hold drift pins. I takes away danger in preventing the men from dropping their tools. Ou men like it and use it all the time. Refx No. 22: This is a safety railing for open hearth tapping plal form--American Rolling Mill Company. This railing is collapsible and is lifted out of position by a cable el tending over the end up through the sheave attached to the crane m way and then to a small winch placed on the column of the building. Reel No. 23: This is the same picture showing catch in place. Reel No. 24: This is a passenger type of locomotive platform--Can negie Steel Company.^ This platform is designed to keep men from standing in tlae adM of the track and stepping on the foot board of an approadiing toemi tive. It also provides a safe method to cross from one side to tW ether It protects man riding on front platform from danger in case of cyttndu head blow-out. We are equipping all new locomotives and changing th old ones. Reel No. 25: This shows the same platform only from a rear view shows it on the tender. The remarkable thing is that all our railroader like that type of platform. Chairmtan McKenxev: Is H. M. Croghan of the Inland Steel Com pany here? Tell them about painting the steps of your locomotive white. Henry M. Croghan (Inland Steel Co., East Chicago, Ind.) : We had ; great deal of trouble, especially at night, boarding a foot board on th< engine. We got the idea of painting the steps white and we hav eliminated the danger of men making a misstep at night. We have ha< very good results since this was done. Reel No. 26: This is a canopy over the pouring platform of the opei hearth at our Homestead Works, Carnegie Steel Company. We used ti Metals Section 563 have a lot of trouble when opening heat, the steel would boil over the top of the ladle, so we put this canopy right over the place where the heat is open and have eliminated all accidents of that nature- The ladle is underneath. Reel No. 27: This shows a tapping hole, and extractor for open hearth, at our Homestead Works, recently developed. You can take ah ordinary ladle stopper only shorter, made up in the same way and put it into the tapping hole and ram it with dolomite, then that is extracted by a cable running over a- sheave to a remote distance. Any kind of pour can be used so that tapping heat at an open hearth, the man does not need to go near it at all. It has been in use about a year or more on our open hearth furnaces. Bkaplet (Wisconsin Steel Co.): I understand that that device or rather that small stopper entirely. eliminates a second helping of dolomite from the hole. Oxbtel: Yes it does, the next picture shows that. I have seen it working myself. __ Eehs Nos. 28 and 29, showed two different views of open hearth tapping bole stopper and extractor. Reel No. 30: This shows a narrow gauge wrecking outfit. This is not a safety device bnt is an efficiency measure that is in use at our Homestead Works. _ H. P. Shields (Carnegie Steel Co.): This is a five-ton locomotive crane fitted on a narrow gauge car and connected up with standard equipment, and is attached with that rigging car and sent out to pick p any materials that may be lying around the plant. It is useful, not only in wrecks and derailments, but also for picking up billets or blooms which may spill along the track and which form a hazard to engine crews. Xx. Qcesmx: 'What is the capacity of it? V* Shields : Five-ton. It picks up instead of drags and does not, therefore, tear up switches, etc. Rett. No. 31: Last, bnt not least, is the best safety device we have-- a careful man. ,, Wmfaim Ferguson, open hearth melter. Homestead Works, Carnegie Steel Company, who has worked in a steel mill for thirty-eight and one- half years without a lost time accident. (Applause.) Xk. Shields: Mr. Ferguson started as a laborer in the open hearth and went through the various positions in the days when they had the pit casting; from that he went on as a furnace fire's helper and on up through the ranks of welders, foreman, et cetera. He has experienced all the hazards that can be met with all through those years and in ad dition to the fact that he has never had a lost time accident to himself, he has a very good record on the men under his direction. He has a. wonderful record for safety. Mb. Oakteb: I want to thank those who have sent in these photos. If o6--t Fourteenth Safety Congress you like this thing and want me to put it on next year, this sort o thin with my little lantern, I shall be very glad to do so. CiiAiKMAy McKenney: Here is another question. "The handling < oxygen tanks in plants of this section should be discussed fully." A. T. Kathseb: I asked that question and I think it is a very in portant one. How can oxygen tanks be handled safely around a plant By trucks, magnets, by hand, rolled, carried upright or what? C course, I mean which is the safe way to handle oxygen tanks. Several voices shouted "not by magnet, absolutely not." . Heiula-y J. Spoereb (Youngstown Sheet & Tube Co., Evanston, 111.) We have taken a regular hand truck and put braces on the side of and use it for oxygen tanks. It has a hasp on it so that you can faste it tight and they don't use that truck for any 'other purpose. Arthuk Bebqutkt: ^ We have a central location for air and gas tanl and from there they! are distributed to the various shops in the mi by automobile. In transporting them each department has a special bo for air and gas tanks only. Every one must be conveyed in this be that they have in each department in the plant. Other ways of moving are by small hand trucks. and the air and g tanks are fastened securely to the truck. Mr. Nobthwood : We also use boxes. Chairmax McKenkey: Here is a card that says, "For prevention < fogging of goggles in use while pouring metal, try wiping with soli tions on the market for curing this trouble on wind shields." CHAiRjrAxr McKekxey: "How many companies are using regulatoi on air tanks when used for cutting out iron notch and tap holes on blai furnace and open hearths?" Mr. Oartel: I think it is a universal practice. * A motion was made, seconded and carried that Mr. John Oartel < the Carnegie Steel Company, Pittsburgh, Pa., be requested to put o another series of educational lantern slide pictures at the next annul meeting of the Metals Section of the National Safety Council. A. T. Kathkes: It sort of occurred to me that the great reductio in accidents is now due to the electrification of equipment in plants. .Dr. L. W. Chaxey: There is no question about that. It is one of tl biggest revisions in _the iron and steel business. It has introduced son hazards, of course, but it has taken out many more. You can't make parallel to the modification in electric equipment. ADJOURNMENT Mining Section September 29, 30 and October 1/1925 FT. DAWSON HALL, Chairman Engineering Editor, Coal Age, New York City J.L. BOARDMAN, First Vice-Chairman Chairman, Bureau of Safety, Anaconda Copper Mining Company, Butte, Mont. J. W. Reed, Second Vice-Chairman Director, Department of Safety, Consolidation Coal Company, Fairmont, W. Va. R. V. AGETON, Third Vice-Chairman Safety Engineer, Tri-State Zinc and Lead Ore Operators Association, Miami, Okla. A. A. BOWDEN, Fourth Vice-Chairman Safety Engineer, Pickands, Mather & Company, Ironwood, Mich. T. T. READ, Secretary Safety Service Director, U. S. Bureau of Mines, Washington, D. C. TUESDAY MORNING SESSION r - -v HE SESSION was called to order in the Statler Hotel at 10 o'clock. J_ Chairman R. Dawson Hall, Engineering Editor, "Coal Age," New York City, presided. Chairman- Hall: T would like to ask T. T. Read to make a report. T. T. Read (Safety Service Director, IT. S. Bureau of Mines, Wash ington, T>. C.) : I have not prepared any formal' section report, and the only new thing we have done during the year is the starting of the "News Letter," which was started as a general procedure in the Council. My experience with that indicates that if we are to make a letter a success more co-operation must be secured from the members.. The best way to get that cooperation, T think, will be for the secretary next year arbi trarily to divide our membership list, write each month to some of them and say, "I want you to send something for the June News Letter." In this way you are expected to send something interesting, without a time being definitely designated, and the result is that most people do /Jfia 566 3Fourteenth Safety Congress not send anything. A. few people contribute fairly regularly, and mo: people never send anything at all. The secretary is not like a spider pulling a web out of his insides. K cannot create this letter out of his inner consciousness, he must hat material from the members of the sections. Of course he can dig som thing out of the twenty or twenty-five magazines published by membc companies, but it is rather a hard job to put on the secretary to expe< him to pore through all those company magazines and dig out somethin that will he of general interest. I have been doing that right along wit the publication of our member in South Africa, the Prevention of Acc dents Committee of the Rand Mutuals Assurance Co., Ltd., a public: tion known as the Reef, and I do not find anything in it as a rule. The have South African jokes and things that do not appeal to our membe: ship, so that this possibility (of which I have also thought) of utilizin the plant magazines as a means of news-letter material is not a very pr< ductive one. I think the best method next year will be to divide the membership lis and write to a member, "I expect you to come through with somethin for June,"--thus putting them far enough apart so they will not be aske more than two or three times a year. We have two hundred and nin names on our sectional membership list, of which six are individual name and the rest are company or association names, mostly company name: beginning with the Alabama Fuel and Iron Company and running o through to the Wilbur Mine No. 1 of the Wilbur Coal Mining Companj Some of those are foreign memberships. We have seven in Japan, on in South Africa, several British Columbia members and Mexican men bers, and American mines in South America. I have been impressed during the year by the fact that I got at leas as many cancellations as I got new members. I never put the cancella tions in the News Letter, but there were always as many and sometime more. I have often wondered whether if there continued to be mor cancellations than there are new members, in time we will have ver; few members in the mining section. While we have many large com panies who are members, there are also many that are not members, am we were talking this morning about what could be done about increasin) the membership of the mining section. Our two hundred members of tin mining section does not include nearly all of the companies engaged ii mining and shows we do not have all the people in that should be ii here. This meeting would.be better if there were more people here be cause we would get aTbroader cross section of interest; and so I think om of our purposes is to find some means of increasing the mining sectioi next year, and I am sure it can be done. Ciiaiemax Hatx: Has J. W. Reed any remarks to make? J. W. Keep (Director Department of Safety, Consolidation Coal Com pany, Fairmont, W. Va.) : I agree that the idea of having a separate lis for things of particular interest to the mining section would be a verj good thing, and I believe that the members will get a good deal more Mining Section 567 benefit if there is some way in which the mining section can know the people who are interested in receiving that literature so it can go per sonally to the man rather than to the company. Chaibmax Hall: I am going to call on E. A. Holbrook, who is the Dean of the School of Mines and Metallurgy,. State College, Pennsylvania. ACCIDENTS FROM FALLS OF ROOF AND COAL E. A. Holbrook, Dean, The School of Mines, Pennsylvania State College, State College, Pa. Accidents from falls of roof and coal are as old as coal mining itself. The terms "falls of top" or "back and wall rock," and "falls of ore" describe the same problem in metal mining. The United States Bureau of Mines and the Coal Mine Section of the Pennsylvania Rating and Inspection Bureau have for years gathered and distributed exhaustive statistics on the subject- The average death rate from this cause is 2.06k per 1000 men per 300 working days. Of greatest interest is the outstanding fact that the year in and year out in the coal mines of this country falls of roof and coal account for approxi mately 50 per cent of All accidental deaths- Even when extraordinary safety precautions cut down the total underground accident death rate, falls of roof and- coal maintains about its customary percentage. A glance at the British coal mining statistics where the accident death rate per 1000 full time workers is only about one-third of our own, reveals that there, too, falls of roof and coal account for about half the deaths underground. A general statement therefore, is that whether or not the underground accident rate is high or low, in the country as a whole or in any large area where coal mining is carried on, normally you may expect one-half the fatalities to be from falls of roof and coal. Pennsyl vania statistics show 87 per cent of the fatalities from falls of roof and coal were in rooms or room necks and the rest elsewhere in the mine. At the time of the accident the majority of those killed were engaged in mining or loading coal while a considerable although lesser number were setting or drawing props or taking down the roof. Many Factors Enter. Into the Problem We all ask, why can't we reduce this? What are the factors in the problem? Primarily the general terms falls of roof and coal covers in itself a multitude of individual problems which are different among themselves and which jnay be classified in a variety of ways. For ex ample, when the subject is mentioned to a man from the anthracite dis trict he immediately talks about pitching breasts, a Pittsburgh district man speaks of the dangers of draw slate, one from another district men tions pulling pillars and so on. Thus natural conditions of roof and seam loom large in our problem. Talk with, an operator and he will refer you to case after case where the injured man was careless, or deliberately disobeyed orders or once too often took a chance. 568 Fourteenth Safety Congress A miner in speaking of the subject will probably refer tc the ix natural and working conditions, or of the failure of proper inspects or of lack of timber, or of poor distribution of cars necessitating that 1 load his turn when the cars were available rather than taking that pa ticular time to timber. He generally thinks that more laws should 1 passed forbidding or requiring the company to do this or that and havii in mind one or two particular accidents from falls of roof and ccal. Mine inspectors may blame impartially miner, company official ai operator. One state inspector summarized the problem by stating th the only general remedies were more discipline, more supervision ai more education, not alone on the part of the miner, but of official ax operator alike. All of these opinions are correct and ail are general pa answers to the problem. And yet, which of these suggestions are co Crete and definite enough factors or symptoms so that we can prescril a definite remedy? The United States_Bureau of Mines has been in existence for fiftec years. Its men have accomplished real work in investigating causes mine explosions, fires and hazards from explosives, electrical and m chanical appliances, and in developing definite safeguards against thei With the problem of falls of roof and coal they have been able to do b little. Likewise the British Department of Mines, with their compar tive success at reducing accidents, confess their present inability to tal definite concrete practical steps that will further reduce their falls roof and coal accidents. Primarily the accident prevention work of the Government Bureaus hi been scientific and engineering in character. For example, a hazard e isted with black powder. Here was a problem, that could be taken the chemical and physical laboratory. Something definite to be don New .explosives were; devised and their physical and chemical characte istics made known. Definite rules could be laid down which would saf guard their use. Thus the course of most of the accident preventic work has been investigation, laboratory research, discovery, applieatio safeguarding. ^ With falls of roof^.nd coal we have no such direct road. The caus< of the hazard are many and complex, the remedies are equally puzzlin For example, we may say that better education is a remedy, and y there is nothing here to take to a chemical laboratory, no mechanic apparatus to be investigated and improved. The object of experimei is the human mind, and if the subject is engineering in character belongs to that so Jar indefinite and little known field of human e gineerlng. __ Again we have a series of causes for falls of roof and coal th; directly and indirectly are affected by the organization of the operatic itself. In reading over reports of accidental deaths from this cause oi is always struck by the readiness of all to place the principal blame c the victim himself. He disobeyed orders, or he did not set his timbt after the boss told him to do so, or he had become so used to taking chance that he took it once too often. Unquestionably directly the vi Mining Section 569 tim's fault, but in many cases, is there not a secondary or indirect cause without which the direct cause could not have operated 7 I mean, if or ganization and discipline had been perfect, could the direct cause have acted? Classifies Falls of Roof and Coal Factors Altogether without respect to the natural condition of the strata 1 divide falls of roof and coal factors into three classes, as follows: 1. Engineering Factors. Those which admit of definite laboratory in vestigation the results of which are applied as physical safeguards. 2. Organization Factors. Those which have to do with investigating and establishing an organization whose ideal is one where a man cannot get hurt. - 3. Human Factors. Those dealing with education and morale and the reactions of the human mind. I admit there is nothing new in this classification and that any safety problem at any kind of a plant involves practically the consideration of these identical factors. I do wish to emphasize however that in our present problem, tbe relative importance of these factors is far different than in, for example, the coal dust problem, where the engineering remedy of rock dust is the major definite concrete answer. Let us consider what we can do with each of these factors. 1. Engineering. Any man above ground looks for danger either be low or around bimself. He pays little attention to danger from above. Going underground he must guard himself in addition to danger from above. It is universal in any kind of a mine, therefore, for the experi enced miner to first of all give attention to testing the condition of the roof. He usually says he tries or sounds the roof. In some districts he uses a piek for the purpose^ in others a wooden cane. In certain districts he always places his Jbtand on the roof at the time of testing to feel vibration, of the piece of rock, if loose. Metal ip.in.ers generally test the back by an iron bar or hammer. The main fact is that it is universal for a miner to ascertain danger from falls of roof or coal by the vibra tion or sound given forth when the piece of rock is struck. Simple, but yet a method which scientifically we know nothing about. The unaided ear is not a delicate detector of sound, and yet on receiving a firm sound the miner declares the roof safe, on receiving a hollow sound he says it is dangerous and must be taken down. We all know how many fatal mistakes have been, made by this method. Here then is a definite field for investigation. There must be a wide range of variation between the unaided human ear's judgment of a safe and a dangerous note. Cannot a simple instrument be devised that will amplify the sound so as to make roof testing more delicate? Cannot some form of vibrometer be devised that will detect easily loose pieces of rock? There would then be no disputes as to whether or not a piece of rock should be taken down. IE your eye and my eye will differ 100 per cent or more in testing gas by a safety lamp, I am sure that our ears 570 Fourteenth Safety Congress differ that much in detecting safe or dangerous rock. Let us attempt 1 reduce this element in our problem to a fixed scientific basis. Many Do Not Know How to Timber Properly A second engineering factor is timbering. Large numbers of men ui derground in certain districts do not know how to timber properly. The are satisfied with a certain amount of timber under a given roof cond tion that wonld not be tolerated in another district. This condition mo1 frequently takes place in a district where officials and miners in co: siderable numbers have had no experience in visiting other districts, an have little opportunity of knowing how to timber excepting by the reg lar method in use at their particular mine for many years. In othi districts nearly every miner knows how to set his timber properl Again there are two general ways of timbering. The first is to timb< when in some one's judgment, timbering is required; the second is ' timber each place according to a predetermined standard, irrespective whether or not, in some individual's judgment, the place needs it. Ur versally in England and by a number of companies in this country tl second method is followed. In the great majority of mines of this cou try. however, the first method is employed. ' I have no wish to force u derground the vast amount of timber that would be required to can out completely in this country the second method. I do suggest th too little is known generally here as to the comparative cost of the tv methods, including accident reduction and cost of compensation. Whi we have numerous text books outlining elaborate systems of timberii we have little or nothing published for general distribution that wou picture by ample illustration how the best of our mines are adequate timbered in rooms and entries under various conditions of roof, dip strata and thickness of 'seam. We do not need technical discussion < the points involved but large visual instruction for the man who cs learn by illustration but who has difficulty with the printed page. Other engineering factors are the methods of mining and shooting tl coal. Briefly we have been too contented in this country with the roc and pillar system. Especially where pillars are being robbed this sj tem probably leads--to a comparatively high death rate from falls roof and coal. Just what- effect wider adoption of longwall or the n< concentrated systems of mining will have I do not know. One compai has a record of mining several hundred thousand tons of coal with o of the concentrated V-systems without a roof or coal fall fatality at t face. A recent English report states that the faster the workings a advanced, the less the danger from falls of roof and coal. Further in the background I see the importance to the particul problem of engineering studies on subsidence, rock pressures and act! of the strata at various depths, especially when acting as pillars. Thi however, are long time problems of great Importance the results of whi will affect the present problem more slowly than the previous propost outlined, because the great majority of mines now opened in this coi Mining Section 571 try will be operated under conditions where the chief hazard is from the loose piece of roof or coal and not the movement of large masses- Definition of An ideal Organization * 2. Organization. Some one has said that an ideal organization is one where things run perfectly when the bos3 is away. For the purpose of this paper an ideal organization is one where nobody gets hurt. Suppose underground the supply of cars is poor. You are a miner working by the ton. A car is dropped at your room and if you do not fill it quickly you will not get another empty on the next trip. Is it human nature to put Up a piece of timber or will you take a chance and. load your car first? I call it poor organization at the mine that will keep tracks and motive equipment in such condition that car supply is irregular. In another case the section boss orders tbe man to put up timber and goes away. The man fails to do so and is killed. In the large number of reports of fatal accidents from the roof falls that I looked over the most frequent cause given was this one. Is it a fault of the mine, of the discipline at that mine, or of the organization itself? Primarily it is the man's fault, secondarily it is the discipline part of the organization that is at fault. There are today mining companies that say to their officials, "It is not enough for you to see that the order is given, you must see that it is obeyed." Seeing that orders are obeyed underground means an additional num ber of face or district bosses and runs up the overhead costs- Have you one district boss to every seventy-five men or have you one for each thirty men? Do you know the comparative accident rate and the com parative efficiency of operation under these two sets of conditions, other things being equal? I maintain that from comparison of different mines the mine with the greater number of face bosses is the cheaper to oper ate when, total production, overhead and compensation are included. Does your organization include enough bosses to see that an adequate timber supply is on hand for the man and to see that his working con ditions are fair; so that a boss may stay until the order to timber is carried out, or even to record and report reason for failure to timber? If so, the statistics I have on individual mines leads to the conclusion that you are cutting down your accidents from falls of roof and coal. The number of bosses in the average mine is less than in any other business employing a like amount of labor. The best statistics available in this country show that it is more dangerous from a falls of roof and coal viewpoint to pull pillars than to mine advancing room coal. While undoubtedly an engineering study of the inherent dangers of different methods of pulling pillars would help, yet I believe that. closer-attention to the general organization under ground including our terms, supervision and discipline are the immedi ate essentials. Altogether there is ^surprising lack of printed material on mine or ganization. "O, we have a superintendent, foremen and fire-bosses" Is o 12 l''ourieenTiv~a>a] exy o ojiyress the general reply as tci a mine organization. Can we not make a com parative study of a number of company organizations, functionally and quantitatively? I am certain that if carried through to the miner at the face it will give useful information as to why many falls of roof and coal happen. 3. Human Factors. ^Of all factors of our problem, that involving the human side is the most elusive. We can talk of inherent carelessness, of disobeying rules, of taking a chance, or being stupid, of thinking of home troubles, of previous dissipation, of jazzing around in an auto all night, of misunderstanding orders, of ignorance, of wilfulness and of lack of knowledge of the language or lack of education, both on the part of the individual miner and official. T. T. Read has divided these personal causes into (a) Ignorance, (b) Predisposition, including personal de fects and faulty habits, (c) Inattention, including distraction and bore dom. (d) Preoccupation, including worry and mental disease and (e) Depression, including disease, faulty working conditions and fatigue. We can decide that any or all of these are to blame for many of the falls of roof and coal accidents. You can investigate these causes, you car write and talk about them and yet how are you going to treat any one or all so that the remedy will extinguish quickly the hazard as watei will fire. Frankly you know it cannot be done. Progress is and will be made along any of these lines only as long as you and I continue our work and as the governments and the companies back our work. Personal Safety Is An Inherent Trait Safety of person is an instinctive trait inherent in the human mind white or black, native, or foreigner. It needs, therefore, only the prope training of the human, factors, called, education in its varied forms, ti stimulate these various factors which make for safety. Albert W Whitney, Chairman of the Education Section of the National Safet; Council, has said "Protection from accidents is behind an inherited trai and therefore can be made to appeal to sentiment." For example, ther is no doubt but that a group thoroughly trained In first aid have a loi accident rate at leasts for the six months following their training. C seven hundred miners who' attended evening mining schools in one stat in one year, only two were seriously injured during the following yeas a rate far less than the average. There may in either of those grout have been little said on the subject of falls of roof and coal and y< by reaction the safety instinct has been sharpened. Moreover, no ma can study laws and Regulations as taught in the mining night schoo' without having a greater knowledge of and respect for them. Thus class laws and regulations as another item in the human factor. A fe states have fairly adequate provisions in the mining law dealing wil falls of roof and coal, other states have little or nothing. Irrespectii of what you think about too many laws, in one state where the minir laws provided procedure to protect against falls of roof and coal, tl Mining Section 573 death rate from this cause is less than in a neighboring state in which the law contains little or nothing on the subject. The compensation insurance companies have regulations governing tim bering and a general standard of safety at the face. It is unfortunate that these standards do not reach all of our mines and that their pressure is an economic one only on the operator, without affecting di rectly the miner. Altogether we have in this country no standard set of rules governing a man's action at the face, and outlining for him the inspection of and taking down or supporting the roof; timbering his room and especially propping the face: shooting to avoid disturbing the top; and other every day necessities. There would of course be thou sands of infractions of such rules, but once formulated, they would gradu ally work into the laws and regulations and finally become our common property. Descriptive standards of this character have been adopted In Marine work and there is adequate testimony of tlieir value. The influence on miner and official of the state mine inspector is a great factor in our problem. For a long time yet, fear of the police powers lodged in the state inspection department will alone make these departments necessary. Where the state inspection is of a high ordei, where public opinion and the courts back an inspector who "gets after" the backward mines and miners something definite has already been accomplished. If we under present day conditions hope to cut our acci dent rate from falls of root and coal, we must stand behind the state de partments of mining and mine inspection and help build them up. Morale That Cuts Down Accidents I do not know how to treat the subject of morale, and yet I find it real and convincing. I hear of Company A that has not had an accident from falls of roof or coal for two years. I visit the mines. Things are moving along smoothly without undue haste. You get a feeling that, everything is right.. The manager shows me his organization which may not differ much on paper from other mines with a poorer record. And yet his bosses are something more than coal hustlers. They are alert, speak and think well of the company, are sufficient in number to make frequent inspections and to keep supplies moving and equipment in re pair, they have to take personal responsibility for accidents occurring under them. There are meetings of the staff and friendly social rela tions among them. Altogether it is that intangible thing called morale which cuts down their accidents. Can it be studied and its secrets and advantages made plain to all? Finally, safety education must begin in the public schools in the min ing communities where it is expected that a considerable share of the male pupils will enter the industry. The younger we can be taught the more it becomes a part of our being. In the same way the younger the groups that are reached by the Bureau of Mines Safety and Training Service the better the long time results. More education, however is only a catch phrase unless means are at hand to make it real. Pamphlets, 574 Fourteemn asajevy uany-rcax personal Instruction, meetings, propaganda, it is a never ending task. Some one recently told me that his company had so much, of this lately that the men were getting sick of it. My answer was that they might be getting sick of the general safety appeals, but that there were at least a dozen different and more definite angles of approach to get over and keep over the same thoughts. We can never give up this work on the individual human miud no matter how sick he may be of hearing of its general aspects. Conclusion. There are many factors that make for accidents from falls of roof and coal, some of which may be helped by direct engineer ing approach and experiment. Others have to do with more study and publicity concerning the organization and methods which are producing results in lowering accidents from this cause. . Still other factors are intangible and indefinite, as they deal with the individual bureau utted. There is however no need for discouragement, only the retllaiks that we have a long time problem on our hands. I appeal to Federal and State Mining Departments, to rvwipmnTlnei insurance carriers, mining institutes, to the department* public instruction, to the miners Organizations and to the mlaias e<uiml>i to each take its share of these factors and to do actual work n DISCUSSION OF MR. HOLBROOK'S PAPSt Ceairmas Hall : We would like to hear from T. T. ReadL U- S Bureau of Mines, Washington, D. C. T. T. Read: In opening the discussion of Mr. Holbrook** puprr. ] want to draw your attention to this crude looking chart which X bu*e pm on the wall. It is crude because I made it myself instead of hawing a draftsman do it. There is nothing new about these figure*. thy an published in the Bulletin at the Bureau of Mines. The top red tine xepee seats fatalities from all causes; it starts at the left end with the Rimomr rate of 2.59 and ends at the right with New Mexico, 11-55. You have a range between the lowest and the highest of approximately four times that is, the highest rate is more than four times' the lowest. At the boa tom the blue line is the fatalities from falls of roof of coaL This is j five-year average because that was all Mr. Adams was able to give ns The interesting thing about that is that those lines are not parallel. Thbottom line is not nearly so steep as the top; cut off these last four an< the bottom line would average up nearly a level line. In other words there seems to be a more uniform rate of fatalities from falls of roof, o coal than from all causes. The dotted black line shows the production per day per man for 192< I did not use the fatalities per million tons because tbat would hop a] over the chart. The production per day per man will bring out th relation just as well. In comparisons between English and American statistics, the sugges tion is sometimes made that our high rate is due to the American deman Mining Section 5t5 for speed in production. The chart does not support that at all. There seems to be no correlation between the top red line and the line showing the production per day per man. I have also put on the chart the per centage of coal mined, by machinery, which is this solid dark line here, and that also seems to bear no relation whatever to the red line; you have one away up near the top, the other away down below the red line, and the next is down there. So the fatalities from falls of roof of coal and the fatalities from all causes bear no evident relation to the mining: by machinery, except in Kansas where the most of the work is open work and you have little coal cut by machinery, Pennsylvania an thracite and Washington where the conditions are such as little coal can be cut by machinery; but there is no general correlation between the production of coal per day per man in tons which might be taken as an index of the speed of production, the percentage of machine mining, and the fatality rate, so we do not seem to find the answer in that. I am bringing that out in order to emphasize the point that Mr. Hol brook made and that is, we cannot hope to get any simple solution of this problem, because- the problem is not simple. You can expect a simple remedy only when there is a simple cause. A good parallel is a case of yellow fever. Years ago people did not know what was the cause 576 Fourteenth Safety Congress of yellow fever. They thought it might have something to do with frui because when, they brought bananas from Cuba they brought yelloi fever with them; some thought it was due to water and some though it was in the night air. Finally Walter Reed and others found it wa caused by a spirochete transmitted by mosquitoes and then simp! remedies could be used to prevent mosquitoes transmitting it. When anybody talks to me about timbering as a simple solution fc preventing fatalities from falls of roof, I am skeptical of it as the un versa! solution of the problem because both the English and the America statistics indicate that where you have a naturally good roof the fatalitic from falls of roof and coal usually run higher than they do where yc have a naturally bad roof. The effect of more systematic timbering is ' make the roof stronger and logically instead of getting better results yt get worse, so expecting a more systematic and more use of timbers und ground to solve the problem seems to be not likely to be more fruitfi It is the reverse of yellow fever where you find something to control There is another factor about it that might be analyzed as follow About five hundred million tons of bituminous coal is mined every yes a ton of bituminous coal Is produced by about two man-hours of woi or about a billion man-hours of labor per year is required to get out tl amount of coal, and about a thousand men per year are killed by fa of roof or coal. That figures out that a man working an hour undergrou has about one chance in a million to be killed by a fall; or since a nr works about two thousand hours a year underground in steady work, t chances would be something like twenty to one, if he worked 25 yes underground. There is one chance in twenty that if he works 25 years a coal mine, mining bituminous coal, he will be killed by a fall of rt or coal- This fatality rate from the probabilities standpoint see: not a large one. The chances are only one in a half million that a in will be killed by a fall in getting out a ton of bituminous coal, yet it i: relatively high percentage of the total fatality rate. It starts with aim' two-thirds and ends with a third on the chart. It is too much, we w: to reduce it, and the question is, "How?" If we can definitely find < what these districts variations are due to, exactly why, for exam] Ohio has a high rate from falls of roof and coal, whereas Indiana on side and Pennsylvania on the other has a lower rate, we will hav< better chance to get at the remedy. The far western states. Ut Wyoming, Colorado and New Mexico are the highest. If we can definit find out why, we shall have a better line of attack in analyzing the cau and ascertaining the remedy. Rush N. HosEKr (Superintendent Coal Mining Section Rat Bureau, Harrisburg, Pa.): There is one thought Dean Holbrook has phasized that I should like to refer to, and that is closer supervision know when you talk about closer supervision, the average coal operat begin to think right away of costs. Closer supervision to my mine analogous to a patient that is sick unto death with pneumonia; you have two, sometimes three or four of the best trained nurses and ph Mining Section 571 cians to ..care for that person. That is exactly the position that the aver age miner is placed in, especially if he is in what we would term or whal might be termed his bad roof. There is a tendency, in the case of the patient, for those having his care to watch every move, every heart beat every respiration. If we could have a supervision at the face that woulc give the man in the presence of danger that might be termed imminent that supervision, I think it would go a long way in reducing our acci dents from falls of roof and coal. In thinking of this, as referred to, the operator always thinks of th< cost. There is one thing, however, in this connection that, the averagi operator forgets, and that is the cost of his accident. I do not mean wha the man would be paid necessarily in compensation, for the lost tim> or what would go to his widow -or family, but actual economic cost o that accident but rightly and justly should he charged against it. R. V. Agetost (Safety Engineer, Tri-State Zinc 'and Lead Ore Prc ducers' Association, Miami, Olcla.) : I do not know much about the sul jeet of fall of rock or coal in coal mines, but in our study down there c our accidents, we found that fifty-three per cent of our fatalities are fror fall of rock. In making a further study of it we found that forty pe cent of our fall of rock fatalities occurred during the latter half c October, November and the first part of December; that forty per cer occurred during the latter half of March, April and the first of May, au that only twenty per cent occurred during the balance of the year. Nov in other metal mining districts, particularly in the Michigan copper eon pany the experienceJs somewhat similar, and. it may be a wild guess bi it seems to me the same thing is the cause there they think is the caus of coal dust explosions, namely, the change of seasons. In the fall of tb year you- are taking up moisture and in the spring of the year you ai taking up moisture, tbe water is getting into the cracks and in effe< forcing tbe fall of roof; in the summer of course, or rather in the sprin. when the air is changing from more or less moist to dry, you are talcir water out from behind there and leaving the void that might cause tl fall. Praxcis Peeiiax , (Mine Safety Commissioner, U. S. Bureau Mines, Pittsburgh, Pa.) ; I do not hesitate to say to you men I have positive remedy for the problem of accidents from falls of roof and cos and it is no different from the remedy that can be applied generally fi promoting safety in mining industry. Many call it discipline; many c it by other names and emphasis has been put on education. I have bet listening to. those claims for greater educational work among the mine of this country for the last forty, years, and I say to you as a practic mine worker that if ever this problem is going to be solved it is going be done by direction. I mean when the employing concerns direct th there must be a substantial reduction in tbe loss of life, injuries rest ing from falls, eveO' mining company has men who are competent do it in official capacity in charge of their mines, and when they get t directions they will not do it until they do get the direction. 578 Konrieenui aajeiy uu-nyrvs& A FEW THOUGHTS OH THE USE OF POSITIVE SUGGES TIVE PSYCHOLOGY IN ACCIDENT PREVENTION WORK Richard V. Ageton, Safety Engineer, Tri-State Zinc and L-ead Ore Pro ducers Association, Picher, Okla. Psychology lias been defined as a study of the mind, its motives, desires and other things too numerous to mention, but it is not so com plicated. It was developed largely by introspection, or the study of one's self, but present-day psychologists depend upon both the study of self and of others for their conclusions. The old school considered the mind as an entity apart from the body, but the new school considers both as one and the same and interdependent; and according to them, one's psychological attitude is affected both by heredity and environ ment. We cannot change the heredity influences, but we can change the working environment, and through it to some extent the home life. Consequently, we should endeavor to produce the desired psychological reaction, tending toward an improvement- of working conditions, by taking advantage of the known hereditary--tendencies of instinct, habit, and intelligence. Xearly everyone is agreed that most of us are dominated by the in stincts of self-preservation and reproduction. These two instincts will oftentimes force one to preserve his own life,, his right of reproducing life, and the right of preserving lives thus produced against all judg ment, education and training he may have received. These instincts are a fundamental part of all of us and must be considered. In our present civilization, men group themselves, or are grouped together for the purpose of earning a living for themselves and their families. Sian; times the tasks performed are dangerous and consequently some steps must be taken to preserve the individual's life while performing thes* tasks, or in other words steps are taken to prevent accidents. If xJm individual is pleasantly conscious that his life is being safeguarded and thus the lives of his family, he will prize these safeguards s< greatly that he will risk life to maintain them. To produce this xaenta attitude should be our aim. We should endeavor to assist each Mite in acquiring the physical and mental habits that will prolong our live* Habits are formed by our tendency to imitate tbe actions of others We learn, by imitating and this tendency to imitate is prompted be the observance that another has fulfilled a desire by some thought, o by the performance of some action. The suggestion that we can fulfil such a desire of our own by the same thought or the performance of : similar action creates an impulse to imitate. Whether or not this in: pulse is translated into action depends upon the force of the sugge* tiOn and a suggestion gains force by continued repetition. Impulse or ideas eome from within, but suggestions come from without. Coi tinued suggestions tend toward continued impulses, which in turn lea to continued actions, thus forming habits. This may be a good or bad habit and that depends upon the original impulse or desire ai Mining Section 579 thus on the original suggestion. Hence as we learn largely by imita tion and, as our actions are governed to a large extent by habits, and as both are prompted by suggestion, we can control habits to a large extent by suggestions to the intelligence. We are beginning to be governed by this new, and in some instances untried, impulse intelligence, and the more our mental development the greater the control our intelligence has over us. Our- intelligence is measured by our ability to think and the central factor of thinking is suggestion. Something present suggests something absent and that in turn suggests something else and so on indefinitely. Sometimes the chain of ideas thus formed leads nowhere, hut if the original suggestion is strong enough and pleasing enough the mind will revert to it and start another similar trend of thought. If we can control the original suggestion and the trend of thought we can get nearly any impulse and hence any desired action or series of actions. If by the use of sugges tion we can stir up a Tiesire to use the intelligence we have made de cided progress. John I). Rockefeller has said: "If people can be edu cated to help themselves, we strike at the root of the evils of the world." Farther along in the same article he said: "The only thing which is of lasting benefit to man is that which he does for himself." The suc cess of the Rockefeller Foundation's campaign against hookworm and typhoid fever, 'which campaigns were based on these ideas, needs no further comment and we can well afford to take a leaf from their book and make our campaigns suggestive as they have done. Furthermore the use of suggestion jwill dispense with the use of arguments, com parisons and criticisms and hence we will not stir up conflicting im pulses in the individual as we would with commands, prohibitions and rules. My topic is the use of positive suggestive phychology to prevent acci dents in mines. With this purpose in mind we can divide the causes of accidents into two general classes, those caused by the mechanical or physical defects, of either the plant or the individual, and those caused by the mental or phychologieal defects of the group or the in dividual. Company Officials Must Show They Are Sincere. It must be remembered that the following discussion presupposes com plete and absolute compliance with the mechanical or physical phase of accident preventionJIbefore attempting to improve the mental or psychological attitude of employees. All of the posters, bulletins, hos pitals, movies, club houses and psychology in the world will be of little or no effect if the men feel that the company officials are not sincere In their desire to prevent accidents, and the distrust thus formed is a poor foundation upon which to build up cooperation in an accident prevention movement. Frequently while working as a miner I have heard men make remarks, such as this when passing a bulletin board: "Yah! Look at that! They put up `Safety First' signs and tell us not to get hurt, but when I asked the boss for a new bar (or a new trolley 580 Fourteenth Safety Congress pole, or a new shaft/gate, or a new ladder, or a new something else) to keep myself (or someone else) from getting hurt he just laughed and told me his equipment cost was too damn high now." The mechanical or physical. phase of accident prevention includes such things as proper housing, lighting and layout of machinery; proper tools and machinery; properly constructed and sufficient safeguards; and adequate inspection and maintenance of all. It also deals with the physical well being of the employee, both as regards his work and his home life. A sick or ailing employee is a dangerous one, whether such sickness resulted from improper working conditions, improper living conditions, or recreation. Thus there should be physical examinatioi: of employees both prior to and at regular intervals after employment; the right kind of hospitalization both for accidents and for sickness and if the greatest return is to be expected, this service should be ex tended to employees' families. Many of the strictly mechanical fea tures of employment have a direct bearing upon the physical well beinj of the employee and those that need special watchfulness are tempera ture, ventilation and sanitation. Lee broke his thigh while falling down the stope because a worn-on "chuck wrench" slipped from the nut on thd "arm bolt." It was just : simple fracture, bad enough; but still Lee should have returned to ifa mine in a couple of months. He didn't; he stayed in the hospital si months and then tuberculosis of the hone set in. A complete physics examination (including an X-ray of the lungs) disclosed the fact ths Lee had both silicosis and tuberculosis. An investigation of bis worl ing conditions and working life brought out the facts that he had bee working as a machine man for ten years, alt of the time in dusty mini where the ore had a siliceous gangue. Furthermore, Lee lived fiftee miles from the mining field, and. as there was no adequate "chan} house" or "wash house" at the mine, he rode back and forth in h flivver from his home through all kinds of weather without changii frbm his digging clothes or even "washing up." The dust inhaled-In lxis lungs gave him silicosis which, with the exposure and lack of pt sonal hygiene, made him an easy victim of tuberculosis. He now h one leg and an advanced case of tuberculosis. Neither he nor his e: ployers had given sufficient thought to the medianical or physical pha of accident prevention. In my opinion the psychological or mental phase of accident previ tion deals with and includes all other phases, with emphasis on t man's attitude toward his work and his home life. Is he interested his work or just "putting in time"? Has he a family? How are the Where are they? Is he in debt or prospering? How much and wl kind of insurance lias he? Hoes the company help him carry life a sickness insurance^ Did the boss get him that new "rock drill" asked for or is he still pounding along with a two-hole machine tryj to get five holes a /day out of it? Has he a long light bar for tak: down the roof or is he still trying to use that 12-foot piece of S-pot Mining Section 5S1 rail he kicked about three weeks ago? Wias he told what he was ex pected to do and how to do it when he was put to work or did the "ground boss" just say, "There's your machine and there's your head ing and those shovelers in the other drift are coming up here tomorrow; hop to it"? Is there any attempt at all to teach the new man the proper way of doing things or is it taken for granted that all of them know their business? John was killed and the accident report gave the cause as "fall of rock". He had been barring down "loose" for 15 or 20 minutes and just as the accident occurred he was standing on one rock and barring down another when a third fell squarely on top of him, killing him in stantly. When his partner was questioned regarding the occurrence it was found that John was attempting to bar down the boulder with a piece of S-pound rail 12 feet long. He could hardly lift it comfortably let alone work efficiently with it. The partner was then asked if they had "sounded the roof" to see if it was "drummy". "Hell, no", he re plied, "What do you mean drummy"0 Now we have it. This fatality was not caused by "fall of rock" but: first, by using improper tools (an S-pound rail for a--bar); second, the man was physically tired, he had been trying to use poor equipment so long that he was practically exhausted; and third, improper mental training as no one had told him how to sound the roof for dangerous pieces of rock that would be liable to fall--for proper instructions regarding the work is just as important in accident prevention as proper tools.' Furthermore, his partner was peeved and he must have been because they were using an old piece of S-pound rail when most of the other men had light bars built especially for such work. Consequently he was also working under a psychological handicap In that he felt he had been discriminated against by having to do this work with such tools. There must have been a feeling of injustice which tended toward resentment, and not one of us is capable of performing either physical or mental labor to the best of our ability when under the control of our passions. In one mining camp where I worked, all large loose boulders were named after a dispised undertaker. These boulders were always' attacked viciously, but oftentimes incautiously. It may be that, due to our inborn tendency to create and attack jeffigies, John was picturing-himself as attacking the boss with this 8-pound rail. The point is that the psychological phase of accident prevention deals with and includes ,11 other phases of the work, and we must take cognizance of this ar :i use it to attain our ends instead of allowing it o work against ur. Hence we must endeavor to mold the individual's mental attitude rj that lie will have not only a good opinion of accident prevention v ork, but so that he will assist us both physically and mentally. When attempting to; mold the opinion of the oen of the mining in dustry toward a iqore favorable reception of accident prevention, there are three things to be considered: first, just what portion of the in dustry you desire to reach; second, the existing state of opinion of that 5S2 zFourteenth Safety Congress portion o the industry as regards- accident prevention; and third, wh; appeal or appeals will produce the best and most lasting results. Obtaining Cooperation of the Employee. In my- opinion; while it Is true that an accident prevention cai paign is only as good as the general manager makes it, we have f< the time being sufficiently sold the mine management and the minii public on the need for accident prevention methods and measures. Co sequently our greatest effort should be toward obtaining the physic - and mental cooperation of the employee, for he is the one who w: profit most by such a reduction, and in the last analysis he is the oi to whom we must look for a further reduction of accidents. Ail men in the mines will admit that mining has its hazards, b because the man in the ground faces these hazards daily, he in tin for his own peace of mind, adopts or assumes a careless attitude 1 ward them. He acts as though contemptuous of danger or any displ. of danger--a psychological veneer of bravado. He knows his calling be dangerous and in his subconscious mind he still has a fear of mai of his phases. What can we do to change this attitude? Last year a clever mor'ag picture director approached me with t proposition of making a safety first movie" in our mines. After g: ing me the usual talk *garding the psychological advantage of usi: the visual method of advertising and teaching--that is by pictux rather than by print--and finding me receptive he showed me post made from his movies-. The first one showed a man tangled up in pulley and belt with the guard standing alongside, but not in use a it was captioned, `Don't remove the guard or you will get hurt". T next one was taken of a man with his foot partially caught under : electric locomotive; the foot having been caught in a switch point he was trying to "kick the switch". It was titled, "Don't use your f< for kicking switches, you may lose your foot." For twenty-five thirty minutes he continued to show other similar posters and to < plain in detail the benefit we would derive by allowing him to ma such pictures in our mines, using as he expressed it "fear psycholog. He explained that the controlling force of the world was "fear" a that "self preservation", which was largely responsible for our pres< civilization, was based on fear. When accident prevention work was begun, fifteen or twenty yes ago. it was necessary to use fear psychology and to advertise accidei in order that the .general public would see the need for prevent) measures. Such movies and posters as the ones outlined above ha accomplished this in so far as the general public is concerned, but ha they reached the employee, the man at the face? Some publicity piet used have proven that accidents are costly, to the employer, the t ployee, and the public; that they are horrifying; and, that the major of them are caused by carelessness and ignorance. They have result in a decided improvement in the machnical or physical conditions, 1 Mining Section 5S3 in my opinion, they were addressed to the management and not to the man at the face, and consequently have not received his support. Why? When we use "fear psychology" in an attempt to build up in the miner a mental acceptance to and cooperation in accident prevention work we have two ractions. We add to the fear already established in liis sub-conscious mind, and thus arouse in him an antagonism toward the accident prevention work we are trying to have .him advance, be cause we have in reality attempted to tear down some of the mental barriers he has built up against fear. Furthermore due to the use of so much "fear psychology" the men have adopted still more of their false veneer of bravado, until now in many mines the individual will not be an active proponent of accident prevention for fear his fellows will mark him down aaza coward. Consequently as fear and anger are two instinctive reactions very closely allied, not daring to show fear he becomes angered at the whole scheme and takes more and greater chances, to prove to himself and his fellows that he is not afraid. The existing state of opinion regarding accident prevention then, on the part of the man at the face, is one of antagonism or at best one of forced and unwilling acceptance. Another point regarding present-day bulletin board and movie prac tice, once having been sold on the idea that accident prevention is de sirable the management would like to be assured that the foremen and safety engineers are telling and re-telling the men to use such appli ances and methods as are deemed necessary. Consequently such pic tures as one showing the foreman telling a man. to wear his goggles or lose his job and the man smilingly complying with the request are brought to the management and he approves them. The picture, by inference, shows the manager to be a big hearted, broad minded and liberal man who is looking out for bis employee's welfare and interests even to the point of fighting him. How does such a poster appeal to the man at the face? Most of them see themselves pictured as dumbbells who haven't sense enough to pro tect themselves without being forced to by the management. Even if this were true, would we gain anything by telling him that we believe him to be without intelligence, this latest and most cherished attibute of the human race. All of us. the president of the company or the day laborer, are proud of this intelligence. Fear has been established in us through generations and is a part of our sub-conscious mind until we are affected by it in spite of reason. Fear is prompted by a knowl edge of our lack of ability to cope with the situation with which we are confronted and the result is doubly disasterous if our only instruc tions have been negative. How can we be sure that the casual ob server will take the time and trouble to determine that our bulletin is a negative one and not be influenced by the picture shown? We can not. -7= In a metal mining camp where I worked an old track cleaner while cleaning tip around an Idle trolley locomotive wished to move it a couple 584 fourteenth Safety Congress of feet, so while standing alongside he reached over and turned on tin controller. He was crushed and killed between the motor and the tim bers. The officials, horrified at such an accident, had pictures mad< depxciting the occurrence, showing how the man reached over to tun on the controller and broadcasted bulletins showing the picture. The; had a warning on the bulletin telling the men not to turn on the cob troller when standing alongside of the motor. There were six simila deaths and one total disability within a few months. Use of Positive Suggestions Called Important. Dr. Emil Coue and his many American contemporaries have in pressed upon us the power of suggestion, both positive and negativ< In fact with most of us all suggestions are positive, as we act upo them sooner or later. I do not mean to say that one should never us negative suggestions or "fear psychology", but I do feel- that with tb man at the face, we should be careful in using negative suggestion, am due to the daily hazards of his work, "fear psychology" should be use only as a last resort. In general the appeal should be by positive suj gestions that he imitate the good example, of others. In fact, positi"\ suggestion is also the best way of getting approval from the manag ment for appliances or methods used in the work. In a certain metal mining district where the gangue is a very britt and glassy chert, about 23 per cent of the accidents resulted in ej injuries. It was decided that the best way of preventing such eye i juries would be by getting the men at the face to wear screen goggle especially while they were breaking boulders, starting holes, and bio' mg out holes; as it-had been found from accident statistics that mo of the eye accidents occurred during these operations. After sever plans, such as compulsory orders requiring the use of screen gogglt the posting of horHfying bulletins, and the carrying around of gla eyes by the inspectors were discussed and abandoned, it was decid' to find two or three men in each mine who would wear these goggles we suggested, give them the goggles and await results. In three mont time over 3,500 screen goggles were in use by the miners in a distri employing about 7,000 men and recently one company ordered 1,0 pairs more. The eye accidents in the - six companies that first tri this experiment were reduced 30.5 per cent during the three mont following their adoption, and furthermore, the request for additior goggles came from the men themselves. As one of the managers < pressed it, "When we first put in goggles we were afraid our men woi not use them, now the men from other mines are coming through ir our mines and stealing the goggles and our men are complaining cause they can't keep them". Positive suggestion Increases knowled and hence decreases' fear and furthermore I believe that such instr tinn will always be acceptable. During the past four years I have been connected with four "saf< contests", that is, contests in which individuals were requested to tr Mining Section 5S5 in rules and suggestions which were to be used to help reduce acci dents in the mining industry. One of these contests was held among the men working in the mines and mills; one among the bosses, both underground and on the surface; one among the school children of the sixth to twelfth grades in a mining district where 96 per cent of the population is American born; and another among the school children of the same grades in a mining district where six different nationalities are working in the mines. In the contest among the miners and mill men, 86 per cent of- the 431 suggestions submitted were positive, tbafc is these men told the com mittee how things should be done, and in the contest among the mine and mill bosses 73 per cent of the 630 rules and suggestions submitted were positive. These facts are interesting, for to 'my mind they prove conclusively that, as the majority of these suggestions submitted by the men were' positive statements telling how to do certain things, this is the type of information they in turn would like to receive from the men in charge of accident prevention work. Some people might take exception to this data, on the grounds that only the more intelligent men would submit such suggestions for our consideration; and furthermore on the grounds that in as much, as the tests made by the army psychologists proved that the mental de velopment of 70 per cent of the men in the army was about the same as that of a child fourteen years of age, and as the army was a cross section of the country, our working men's intelligence could not be higher than this. I will grant that they are correct regarding the fact that the more intelligent men turned in suggestions and will add that these men turned in the suggestions to prove their own intelli gence to themselves; and we wish to increase this use of intelligence. Regarding the army tests I would reply that these intelligence tests proved conclusively that the majority of the men tested were able to pass tests only equal to those a fourteen-year-old child should pass; and, that the ability to pass psychological tests is only one method of meas uring intelligence, nothing more. Furthermore, granting that these tests were true measures of intelligence, and that the average mental age of a workman is below fourteen years, (a thing which I do not believe for a minute, having spent the years from 1907 to 1912 as e laborer in the mining camps of the Western United States, British Columbia and Alaska, and the rest of the time since then in and around the mines) then it seems that according to them, those things which appeal to the child should appeal to all of equal mental development This brings up our contests among school children. In the first children's contest among 300 children of American par entage, 76 per cent of the rules and suggestions submitted were positive and 80 per cent of the rules and suggestions submitted by 450 childrer of foreign parentage were positive. 586 Fourteenth Safety Congress Campaign Should Reach Men and Their Families. From the foregoing studies then, and from my personal experience as a miner and surface laborer, it seems to me that the majority the men in our industry want, and will accept, positive suggestive ii struction regarding the proper methods of doing things and that v should try this method of teaching them to prevent accidents. I wi admit that there are^ some people that this method will not reach, bi they are exceptions and the scope of this paper will not permit a d tailed discussion of individual peculiarities, only a few general obse rations regarding those things that will affect the greatest number. Accident prevention campaigns then, if they .are to be of lasting ben fit, should be directed to tbe man at the face and his family. Th> should be carefully prepared as at present we have at best only for acceptance or apathy, and in some instances must contend with j active antagonism caused by previous attempts to use an unfortuna method of appeal. The appeal should be couched in terms all of them will readily v derstand and agree with; and if we use positive suggestive psycholo they will quickly realize that it is to their physical and financial a vantage to cooperate in every way. In other words, we should endear to get people to think in terms of accident prevention rather than, terms of accidents. As you know, effective thinking depends upon g ting appropriate suggestions and these suggestions stir up impul: or ideas regarding certain actions. You do not get ideas--they j you--and they are induced by suggestions. How effective the id and the following actions are depends upon the strength of the s' gestions, and the strength of the suggestion depends.upon its appeal This appeal should contain first, a recognition of our latest and m cherished attribute, intelligence; second, it should be made in pen whenever possible, by the immediate superior or by a personal let from the management whenever an opportunity presents itself; thi have the bulletins show the correct methods of doing things so that will be able to imitate them with safety, care being taken to make titles plain but not in the form of commands,; fourth, all post movies and bulletins should be designed to take advantage of psychological quirks peculiar to that branch of the industry v which we are dealing, and also we should make full use of color . form psychology; fifth, extreme care should be taken to see that of us maintain a spirit* of cooperation and fair dealing, even whei becomes necessary to punsh offenders; sixth, some emblem or syn should be adopted which will carry with it a suggestion of the aceit prevention campaign in its entirety. - Remember that while the hope of lessening the cost of accidents peals to the employer, it may not appeal to the employee. Is not like the rest of us, primarily interested in his family and hims The employee, his wife, mother and children are more concerned a! the effect of a possible accident upon themselves than they are a' Mining Section 587 the total cost of accidents to an employer. They are also more con cerned in learning how to do things to protect their own interests, than in hearing of an employer's motive or anything else suggestive o pat ronage. As was mentioned at first, the foregoing pre-supposes .a complete com pliance with the mechanical or physical phase of accident prevention, for unless the men feel Ithat the company ofilcials are sincere in their desire to protect them by helping them prevent accidents, nothing will be effective. DISCUSSION OF MR. AGETON'S PAPER F. E. Hare (Industrial Claim Agent, Clinchfield Coal Corporation, Dante, Va.): Our method of accident prevention is conducted by a safety committee, and we make it a point to hire committeemen or men who can cooperate with the men and also with the foreman. In a case where there is any dissatisfaction or any ill feeling between the foreman and the committeeman, that is threshed out at our monthly accident preven tion meeting, and in case the committeeman is wrong a new committee man is put on, and if the foreman is found to be negligent or not wanting to take the reports of the committeeman, he is discharged or is cau tioned. -- One method we have of ascertaining the names of the men in the mine who are in the habit of committing dangerous practices is for these com mitteemen to make reports of every man they see who is doing anything dangerous, and these reports are read at the meeting. For the first offense, in a great many of these cases these men are merely cautioned; for the second offense, sometimes owing to the nature of the offense, they are probably laid off or discharged, and we find that by doing this, espe cially to the men who live on the job, a great many cases we have been able to eliminate a great many accidents and also to get rid of a great many men who are prone to commit dangerous practices. We have a great many men who are not married, and who will just as soon be discharged as to work. I guess you will all find that. We take on an average of two hundred new men each month. That does not seem to increase our number of employees, which shows we havn about that many to leave each month. "With a condition* of that kind, a great many of these men being new, it is a pretty hard matter for us to reach any definite method of educating the miners in the way of accident pre vention, but we have found that by the committeemen we have, that is the only method we can reach whereby we ean find out the men who are committing dangerous practices and thereby get rid of them. F. C. Grkookx (Resident Engineer, U. S. Bureau of Mines, Duluth, Minn.) : I just wanted to call attention to one* practical application of the rules which Mr. Ageton has given here and which is working out well. I may as well say the Copper Queen at Bisbee, because most of you will recognize it anyway-^they have a training school there for actual mining under close supervision where every man who has not worked in the 5S8 Fourteenth Safety Congress Copper Queen mines^ before has to work, whether experienced miner c not, and there he is shown how to do every mining- operation under elos supervision. This is done in as tactful way as possible. They say it the Copper Queen's method and they want all their men to work accor ing to their methods in that mine, so before a man goes to work in tl regular mines there j.vhere he is not under such strict supervision he shown at.least once how to do every operation that is to be expected him when he goes to work there, and their training school acts as a kii of reservoir from which they draw their men for the regular product!* stopes. As to the cost, I have been told it just about pays for itself year and year out, being conducted in the portions of the mine that wou ordinarily be given over to leasers and as a result of their training the they have reduced their accidents or they think they have in the ma mine. The point is, they have been told how to properly do these thin instead of being given a lot of don'ts. Fkaxcis Feeiiax (Pittsburgh, Pa.): I hope those present will r overlook the reference made in the paper to the use of fear psycholo which is generally practiced in the mining-industry and which has be discontinued for a great many years in other industries--that, of p turing how they are not to do things, or the horror of accidents that ha occurred. T. T. Read: Mr. Ageton referred to the average mental age of mine and, in that connection, I would like to point out that the Binet sc; of mental ages is an arbitrary one which he established by giving tes Those tests, for example, which children S years old could do in a cert; time were said, to indicate a. mental age of 8 years. These tests i largely mechanical and anyone who knows what a 14 year old boy can with a radio set and other mechanical devices will realize that a men age of 14 years compares very favorably with the mental age of 44. 1 point is that the rate of intelligence increases with age is not a unite one, but increases very rapidly in the early years and very slowly, if all, in the later ones. People who do not realize this often deduce fr public statements on intelligence that about one-half the people of United States are not much better than half-witted, but that is not proper inference at all. The principal usefulness of the Binet tests to indicate that some people develop faster than others, and that upper limit of their^ development is sometimes different from others. R. V. Arktos; Mr. Fechan has struck a very vibrant note on 1 psychology. I think we will all agree with him to a large extent. I lieve if we look at^ that thing a little carefully, especially on the mir industry, where a miner has particularly dangerous conditions, such are apparent, a case of bad roof, the men are warned with respeci that roof (as a general rule they are), you will find the accident quency rate in that mine or the fatality rate are as a rule much lo than where the men are not aware of the danger. On the other hand, are all pretty well agreed that tlie explosion hazard, in so-called : Mining Section 589 gaseous mines is much greater than, the gaseous mines. Why ? Because everybody knows of that particular danger in the gaseous mines and Is on their toes to guard against a recurrence of possible disaster which oc curred some time in the past. Chairman Haix : The influence of the home in many cases is what makes a man careful. If we preach fear psychology, we have that dis advantage, that the men are driven out of the mines and go into other employment, and thenjure have nothing but daredevils left. That, I think, is one of our greatest difficulties. B. F. Kautz (Plant Service Division Manager, U. S. Gypsum Com pany, Chicago, III.) : This is a question of advertising, and is a proper field in which educationTfalls, and I think we should apply some of the fundamental rules that expert advertising men have found to apply in advertising, to our priniples of safety. KT. S. Gree:nsfeli>er (Editor, The Explosive Engineer, Wilmington, Del.): During the last two years remarkable results have been secured in producing lump coal by paying attention to instructing the men on proper methods. I think equally important results would be obtained on decrease in accident from roof falls. All of you know if holes are drilled too close the danger to the roof is going to be greatly increased, so there is a two-fold benefit to be obtained by giving proper instructions on this phase of mining. First, is increased profits to the company through greater production; second, minimizing hazard from roof falls which is the greatest cause of all accidents in the coal mine. F. M. C088ELL (Safety Inspector, Consumers Mining Company, Har- nerville. Pa.): I believe in regard to teaching psychology, I believe carrying it to tile extreme will interfere with efficiency. My experience in the Freeport field in the faulted districts, where we have bad roof. I my self coming in contact with some of it, resulting in accident, I see very clearly where it would interfere with efficiency. For my part, I have a fear much greater than I had previous to the accident. In my examina tion and inspections through the mine, at the present time and since my accident, I am fearful. And while we try to' impress upon the men to be careful of the roof, we can carry it to an extreme and continue to im press upon their mind and they would become fearful and become in efficient- The result would be men would look at the danger which is not there rather than carrying out their work, or doing their work efficiently. So while I believe it is good for us to work along the line of fear psychology to a certain extent, it is well not to carry a picture before the men of the extreme danger, but show there is a danger, but not con tinually impressing upon their mind this danger as that would interfere with, their efficiency.^ Where a roof is dangerous and we have this in our mind, we instruct the men to watch out and examine the roof and get before them every step they make they are in danger of losing their lives because of result of being inefficient. C. A. McDowell (Manager, Industrial Relations Department, Davis Coal & Coke Company, Thomas, W- Va.) : This fear psychology I believe -wits-aiwwiag '.mmemm 590 Fourteenth Safely Congress has not been discussed in a way that possibly we tried to put our wor before our men. In the first place, we have a company which operates in three differer states, have different roof conditions, and in one field we have roof coi ditions from three different seams, which is also true in the other state; We do not try to keep away from our men just how accidents have ha] pened, but we do that in a different way--we try to instill into the minds that an accident has happened and we try to give them the inform; tion in a way that will not throw fear into their minds, but that will hel them in their work. To begin with, we are a hundred per cent first aid company. Tbs means every employee with our company from the vice-president dow holds a bureau of mines first aid certificate. To keep up that interest, v hold what we call first aid classes. We do not term them anything els Every employee with us is asked whether he has had first' aid and resci training. That information is placed on his employment card which comto our office. In the length of two or three weeks we send an instructto that plant and he gives him a week's training in what we call fir aid, but in the first aid class, you understand these men are practical new men, it makes no difference if he is a man with forty years e perience, he must take the first aid training, but throughout this week training we give them the accident hazard and the mining hazard in tl different occupations.: We try to do -that in a way that it will not brii fear to them, but that it will be helpful in their work. In addition to that-we have what is called an accident card or haza card, you might say. In our inspections which we make very often, ^ meet our men Individually, and the foreman and in making our insp< tions we note if the_men are doing anything that is not proper. On t next pay day, that man gets a card, calling his attention to some unsa practice that he was noted to have been doing, or if we get an accid which shows he ha_ been doing something that is not living up to t standard of safety and was injured by that neglect, he gets a card, t same sort of a card only worded differently. We find in the adoption this card which has been in use fox* seven years, that these men ha come to a point where they do not want to receive one of these cards their pay envelope. _ So in that way we feel that if we get a man a talk to him, try to instill fear in him, but in a round-about way with th( methods, we find we have been getting results. We have been keepi statistics which will bring out most any point that you desire to kne for the last ten years. That is a ten-year period, and we find from c results, more especially in this first aid work, that you can bring < points in your class work that will leave the impression not of fear, 1 something that will help them out as they proceed. I might say concerning roof conditions, we have as bad roof conditio I believe, as you have any place. When you speak of timbering, I kn of mines that have not had an accident, especially fatalities, and tb roof conditions are ideal; in fact, they do not know what a timber lo< v - Mining Section 591 like. But when you step into one of our mines, it is very hard indeed to work some of them without timbers. Ciiaibsun Haul:. ..I think .we might entertain that resolution now that Mr. Boardman. had, and it will now be in shape so we will know definitely what the resolution is. John L. Boabdmak : . "Resolved that the mining section ask Mr. Reefer to obtain a list of names and addresses of all safety engineers employed by mining companies in the United States, with a view of mail ing each a copy of our News Better. Also this list include all state and county mine inspectors!" Motion seconded. Chairman Ham.: It is properly moved and seconded. You have heard the motion, are you ready for the question? Those in favor say aye. Contrary, no. The ayes have it. Jottn L. Boardman: On the. question of falling rock I would like to give you the benefit jOf our experience. "We have had some success in that line. Ten years ago when we began our safety work we had possibly fifty per cent more accidents tban we have had since, and at that time- more than fifty per cent of the total accidents were falling ground and rock. We classified our falling ground accidents under these heads: Palling ground while drilling; falling ground from back or stopes; rock falling down pile ogrslabs; rock falling in mamways; rock falling in shaft and rock falling through the floors. In connection with our reduction in the total accidents, we have brought our falling ground and rock accidents down, the monthly rate from twenty-eight to twenty-four per cent, so. that our falling ground and rock accidents are no longer the most prominent. We accomplished that prin cipally as Mr. Feehan suggested--through direction. Of course we pro vided that floors must be laid tight and all dangerous drift and dust at faces must be provided with stringers where necessary. We have had no difficulty in enforcing our regulations. Most of our men will comply with the shift boss's instructions or order, if- it is properly given to him. However, there are some cases where men have point-blank re fused to do as the shift boss has told him to do. They have not told him they would not do it, but in some cases have told him they would and did not do it, and in many cases this has resulted in accident. I wish to express my sympathy for Mr. Yates because it is actually.true in many of the metal mines that we cannot enforce this discipline. The reason is the last four or five years men have been so scarce metal mining has not been profitable because we could not get the men. Fre quently our foremen gcTdown to the gate with the intention of hiring sixty men and find five or six to be hired. Any kind of a man has been almost assured of a job when he applies. That is what we have been up against. The conditions are improving 3lowly. Of course we couldn't expect any thing else from havingrto shut the mines down completely in 1921. We require of a shift boss that the first thing in entering a man's work- .*592 Fourteenth Safety Congress ing place he must inspect the ground and see if there is any danger a instruct that man and to warn him of dangerous ground- We also ( cipline the shift bosses. If the safety engineer finds a place where i shift boss had not that duty attended to, lie is disciplined. Many ca: the shift boss has been discharged because it was proven that he had i corrected a dangerous ground condition. We try to make our men realize that a man is not a miner until knows how to recognize dangerous ground. It is a process of educati We cannot afford, and neither can any other mining company, to have inspector or a shift boss or overseer at the face all the time. It cannot done. Ground conditions are changing every moment of the day and only way you can have this done by a supervisor is to have him there the time; therefore a shift boss has to make a man realize his own sponsibility and in that way we have had considerable success in red ing falling ground jiceidents. Wherever we have a real stope where the ground is dangerous timber it. We find that the contract system has increased our fall ground accidents proportionately, but looking at it from the other vii point, a man is safer earning a hundred dollars under contract syst< I mean from falling ground, than he is from earning a hundred doll under a day pay system; so from a man's viewpoint a contract syst is better if lie performs or has charge of his own responsibility in reg to falling ground. B. C. Yates: I might say in regard to Mr. Boardman'a remarks, scarity of labor in the metal mines we have had to contend with, that have never hesitated on that account to discipline a man, even to > charge him because:he disobeyed a rule, but we still have accidents, i we do not get rid Tof them in that way. John' L. BoAtinjux: Perhaps X created a wrong impression, do not either. If a foreman finds out a man has disobeyed the rules h> fired regardless, but the shift boss who is in charge of production d not do it and you cannot make him do it. The shift boss will not fir man. if he knows lie is not going to get another tomorrow. R. V. Agetox: :One instance down in our district, of accidents suiting in eye injuries, m a certain metal mining district where gangue is a very brittle and glassy chert, about 23 per cent of the a dents resulted in. eve injuries. It was decided that the best way of ] venting such eye jnjuries would be by getting the men at the face wear screen goggles, especially while they were breaking boulders, st ing holes, and blowing out holes; as it had been found from accid statistics that most of the eye accidents occurred during these op> tions. After several plans, such as compulsory orders requiring the of screen goggles, the posting of horrifying bulletins, and the carrj around of glass eyes by the inspectors were discussed and abandoi it was decided to find two or three men in each mine who would -w these goggles as we suggested, give them the goggles and await rest Mining Section 593 In three months time over thirty-five hundred screen goggles were in use "by the miners in a district employing about seven thousand men and recently one company ordered one thousand pairs more. The eye accidents in the six companies that first tried this experiment were re duced thirty and five-tenths per cent during the three months following their adoption, and furthermore, the request for additional goggles came from the men themselves. As one of the managers expressed it, "When we first put in goggles we were afraid our men would not use them, now the men from other mines are coming through into our mines and steal ing the goggles and our men are complaining because they cannot keep them." Positive suggestion increases knowledge and hence decreases fear and furthermore I believe that such instruction will be always ac ceptable. ~ We decided on screen goggles, because as most of you know glass goggles fog up under ground in spite of all you could do to keep them clean. Along the same line, we found about twelve per cent of our fatalities were fall of rock down shaft. We have a different type of shaft to work, usually about three hundred and fifty feet is the maximum depth. In some of the mines we were using army type steel helmets; the safety engineers decided if we could get all these hookers and bumpers to use these steel helmets we could cut down our hooker and bumper fatalities. We thought of using force, and in some instances we did use force, but we got one man in each part to use it. We have data which shows sixteen hooker and bumper lives were saved last year by the use of army steel helmets. One of the big steel supply companies ordered five hundred more helmets. They wear out. I could cite you instance after instance where we have put across the use of safety and accident prevention measures without any bulletins whatsoever. N. S. Grkeis'SFKI.dkk : I would like to call your attention to the Wm. Gann cartoon I passed around this morning, of taking the don'ts in the use of explosives^ which you are all familiar with, showing the positive way of doing. _If ypU have any criticism of how we do it I would be glad to have them. That bulletin was presented with the idea of having a positive construction in mind rather than saying don't. T. T. Reaii: The remarks of Mr. Yates and Mr. Boardman remind me that ten years ago in a report before the Institute of Mining Engineers I made the argument that the conditions of employment in this country were changing. At one time whenever you had a position, to offer all you had to do was go out: and find half a dozen that wanted to take it and you picked the best one, but now we are headed toward a condition where you are selling employment, where you want to make employment in your plant attractive. It was brought out by one of the speakers this morning that it is a question of salesmanship and good advertising, and that one of our problems is making working conditions attractive so we. can get all the men we want and the right kind of men. -H4 y mm-&*&* Mr- F'eha's argument 5* M. geed *** A * wy *# * JWif e .In otber. Iiaerpredss ft la o mmiw tagttt. iwaatiifo ! call your nun Mike aod any. "Tin, 4ww $, Ittws. if -Wffwae fa this m gets killed you lose your job." V ft w^ <w mt sets kflled s Mike loses Ills job. _ Periuft* 3tSSk* Is DM cup**!*. mOt*tvjS the probii and simply tdlins Him to is sot gotog to correct, the iwnUUob. Mike cj in a. Half dozen other suMmsms aad tells tbn S anybody gets killed this mine they lose their job. bat perhaps they do not know what tc Back of that is a fundamental principle. We axe gnfte definitely developing toward employment conditions under which you can < people In and say, "Damn you. you will get fired if there Is an aecidei The tendency of modern industry Is toward a condition where pec will co-operate, working together and getting results. This method simply firing a man because he does something that is not right set to me to he too arbitrary. You can apply that method to a pair of rub boots because if they-leak this time they will leak next time, bu John Jones does something wrong this time it does not necessarily low that the next time he will do it the same way, and you cannot afl to throw a good man away because he did something differently f: the way you toid him to. It is too drastic a remedy to apply, and if have men in your mine and they do not do what you tell them, peril it is due to the fact that they have too much mind of their own. Ma they thought they knew better than you did, and perhaps , if you around the man right he will do the thing, the way you tell him. ] who disobey orderiT are oftentimes too valuable to be fired out of hand well as being up against the condition that your boss will not do : he doesn't have another in his place to get out the production. It seems to me--you have to get a fundamental attitude of mind, have to get cooperation all the way down the line. We have no operation, if the miner thinks the people up above do not really bel in safety and then you are not going to get it across. C. H- McDov\tjx: I believe in preventing of accident by instruci and there is such a thing as going through a mine and giving instruct and forgetting about it and letting It go by. I believe there are a c of miners at the present time that are used to getting instructions knowing down in their hearts there is nothing to it. He thinks, "I instructed to do this." but in other words, he did not mean what he saying- I believe in instructing the miner as to his duties, in kiKr there is danger, and in giving instructions, passing on and retor find that the man tailed to carry it out. Instruction. I believe, is m sary to enforce discipline, otherwise not forcing discipline, the man say there is nothing to it, he told me to do it. but it is not neces: I have discovered in my experience in going through the mine and lowing the mine foreman and following his assistants X often find working under dangerous conditions and dangerous root, and yet know it. Ask them if they have been instructed to set a prop, or down the root, they say. "Yes. the assistant foreman he go througl 595 tell me. I load the cw. to cany out instroctiMfi, w BMlg 7 Mr- m*" ** ajasod failing I believe in the m&um 'tamt- :a&a3fs"ofe n^wwaW sadttft'd- <w and the assistant foreman or tmftwBg .................... a? Btmnw',ar # W!M( is the instructions either sny these MtW *f jurara w irtetker the instructions have been *C*$S* K> off wdfrws thfe enforcing discipline. Yon can tall to MMhe. kw 3hge* ah eBees. sack as l came into contact with a sheet tine asp*, i *e!E 9MO a fOars mt aaftd. '"John here is a bad roof. Yon sc Mishin te 9c fcMeC-* fie ****. "Oft. 2 vorkel twenty years in the mine and have a< heft filled, jet" They s on that way. I believe in giving lostractlen aal esfoedag dbeipfiae. and if the supervision is not back of the work set it to them some way so you can back it up and you will have better results and less accidents. Fhavcjs Peehax: I want to emphasize what I have just said. The mining companies who have issued such orders, there is not one instance of a mine foreman, superintendent or assistant pit boss or fire boss being discharged because of inability to carry out the directions of president of the company. I have watched the result and in every instance where as I said direction was given, and I remember I put emphasis on the fact, there is no one knows better than the foreman how to do it, no one knows better than the experienced workman at the face how to keep his place in condition. You get that fixed in your, mind that the miner knows something, that the officials are capable of doing it. I can cite you numerous instances of where they are doing it, and as soon as they get direction they will do it, and not until that; and when the companies waken to the fact that the loss of life and the frequency of accident is a big factor in the cost of production, and you can say to the president of the board of directors of that company that a certain thing can be done by issuing orders they will change their attitude. A. A. Bowden : (Range Safety Inspector, Pickands-Mather and Com pany, Ironwood, Mich.); Our company has been doing organized safety work since 1911. In May, 1924, we took over some new and rather larger operations in our district. The disability or accident history of those new properties was gone-over, and their disability rate figured on the same basis as our own and the executives shown wherein their rate was exceedingly bad. One of those operators got busy. The superintendent called in his foreman, the safety inspector came around and explained the conditions with the result that since May. 1924. their campaign has resulted in a reduction of sixty-nine per cent tm their disability rate and seventy-two per cent in the time loss. The three properties taken over and put in *tr district have reduced their operation disability forty per cent and limply ft1* mam they got to gether and directed the disability and accident rate Miwt be in proportion to their production rate- The directions have gone oat and they are ac complishing the result- There has not been a change of foreman at any of those properties. 596 --. Fourteenth Safety Congress WEDNESDAY MORNING SESSION The session was called to order at 10 A. M., Chairman Hall presid Chairman Hall: The nominating committee comprises J. L. Bo: man. Safety Department of the Anaconda Copper Mining Company; W. Reed, Safety Engineer of the Consolidation Coal Company, Fairm West Virginia and John T. Ryan, Vice President, Mine Safety pliances, Pittsburgh, Pennsylvania. We hope that before this sesi comes to a close these gentlemen will report so that we can proceet the election. I will now call on J. J. Forbes of the Bureau of Mines, to give t short abstract of Dan Harrington's paper, "One Year's Experience "V Utah's Regulations." . J. J. FoifUKS (Chief Engineer. Safety Extension Service, .U- S. Bui of Mines, Pittsburgh, Pa.) : I will do the best I can to bring out salient features in Dan's paper. THE FIRST YEAR OF UTAH'S DRASTIC COAL MIN! REGULATIONS Daniel Harrington, Consulting Mining Engineer, Sait Lake City, l Following the Castle Gate mine explosion in March, 1924, there i put into effect during the summer of 1924, some eleven new sa x'egulations governing various phases of the operation of coal m in Utah. These regulations were originated by the Utah State Ins tors and some engineers of the Federal Bureau of Mines at the req of the Utah Industrial Commission. At the request of the Commisj the proposed regulations were carefully considered and freely amei by a coal operators' committee, every coal company in the state ha as its representatives on that committee, its most capable opera officials, as chosen by the company itself. The proposed rules amended by the coal operators committee, on April 3, 1924, were cepted almost verbatim by the Utah Industrial Commission, and 1 issued as formal orders and accepted essentially as state law. Of the regulations, some were made effective on June 1, ' --others ori July 1, 1924, and the rock dusting provision was r binding September! 30, 3 924. Thus, every one of Utah's so-called Dr. Coal Mine Regulations was thoroughly worked over, voted upon, accepted either as it stood originally, or after being amended; and working over, voting, amending and final accepting was done 1 committee of Utah's most prominent coal mine operating men, company appointing its own representatives. Fully 95% of Utah's mining tonnage was represented on this committee. Hencje, Utah's mine management not only had its guiding hand in the wordln the "drastic" regulations, but there was ample time given before new regulations were made binding; and while there have been a difficulties encountered and a few "kicks" made, in trying to put new provisions into operation, and to keep them in force, I am Mining Section 507 fident that not 10% of the coal mining officials of Utah, and much less than 10% of the coal mine workers of the State are in favor of rescind ing, or even materially altering the new rules. These new rules are briefly as follows: 1. Nothing hut permissible explosives may be used to blast coal in any Utah coal mines. 2. All shots must be fired electrically by authorized shot fixers, and all shooting must be done with all persons except the shot firers, out of the mine: 3. No open lights are allowed in any coal mine in Utah; and flame safety lamps must be of permissible, magnetic locked variety and used only for testing purposes. 4. Rock dusting must be done from the mine opening to point designated by the State Mine Inspector. 5. Rock dust barriers must be used to protect or tion of a mine fi*om other sections. 6. Coal cutting and mechanical loading machines isolate each sec must use water while working, the water being expected to "kill" the coal dust as it is being formed. 7. All working faces must be piped with water and supplied with water hose; and workers are required to keep face region wet down. Also company sprinklers must keep wet by water hose methods or otherwise all open workings not rock dusted or watered by face work ers. 8. Day pay or company sprinklers are required to make signed daily i*eport as to mine^ sprinkling conditions, similar to the report made by fire boss as to gas, and general safety condition. 9. Men employed as day pay sprinklers cannot be transferred to other work without first having obtained consent of the mine superin tendent. 10. Methane accumulations are not to be moved while the shift is in the mine. 11. Before track is pulled out of places, all coal and coal dust must be cleaned up and loaded out. Few of the Regulations Are Rigidly .Enforced As is true of all the laws of our land, but few of the above regula tions are rigidly enforced. Though no mine openly or regularly blast! with anything other than permissible explosive, still there are instances where dynamite Is used in shooting coal or in shooting combination oi rock and coal. While one hears of some shooting done by fuse, a! least 95% of all coal shot in Utah's large mines, is brought down bs electrical blasting. While small mines not under the jurisdiction of the State Inspector still use open lights, it is practically certain that no open lights are used in the larger mines, though there are rumors that matches and smoking are at least partially tolerated in some mines Rock dusting is being done in practically all large mines, some mines o98 _ Fourteenth Safety Congress doing only enough, to "get by" when the inspector comes around, wli others are dusting far beyond the demands of the regulations. Wt some mines have very complete rock dust barrier installations, ma mines have ignored the provision as. to barriers. While there is oc sionally found some machine cutting of coal without use of water wt cutting, this is decidedly the exception, and in general, water is av able at mining machines and is used while cutting and most of machine men now "kick" lustily if water is not avalable. While one finds occasional faces where water pipe with water is available, this too, is the exception; in some mines the face work will go out if the water is not available, and in some mines driv will not pull loaded cars from the face, .unless the top has b sprinkled. The new regulation requiring pay day sprinklers to mi daily signed report, is being observed in a more or less perfunct manner, though the lapse here is probably not as bad as is the gent coal mining observance throughout the U. S. as to fire boss'; and m forman's daily written reports. While the provision prohibiting moving of methane accumulate with the shift in the mine, is being observed in general, there occasional violations and there are numerous practices as to mov of methane which are of questionable safety. There is a decided tt ency to disregard the regulation requiring consent of the mine su; intendent before a day pay sprinkler may be diverted to other w< and very little attention is paid the requirement that places shall cleaned of coal and coal dust before track is "pulled." In general, the main underlying principles of the new Utah reg tions are being observed, and in many instances the progressive min companies of Utah are going beyond the requirements of the so-ca drastic regulations. .The violations above mentioned are either occasional lapses such occur with any brl all laws, or are due to fact that reactionary conscienceless mine officials try to secure some temporary advanf over those who wish to obey the spirit as well as the letter of the 1 New Rules Give Sense of Security Formerly Lacking Many of the Mining men who were skeptical as to rock dnstfng, ; have their mines rock dusted far beyond the demands of the new r lations; the new requirements as to elimination of open lights, elim tion of black powder and of use of fuse, and prohibition of bias during the shift, have resulted at least in some instances in incres rather than decreased financial return; the requirements as to increi use of water line, hose and water in sprinkling workings and on l ;ng machines, etc., have added to costs, hut have given a sens* security which was lacking previously. In fact, the State Indusi Commission states that not one complaint has been received from Utah coal operator^ official or miner as to the new regulations and a request of any kind has been made to the Commission by a T -1lining Section 599 coal man looking towards modification of tlie new orders. And when one company, an oat of the state Corporation, in the Spring of 1925, obtained a bearing from the Utah Industrial Commission as to its request for modification of the closed light regulation, at the hearing, not one Utah coal operator, and not one Utah coal miner or coal mine official asked for return to open lights or made any kind of plea against the closed lights or against any of the new regulations; in fact the company itself did not appear and all testimony introduced, was in favor of closed lights for ail mines. While there has been no protest officially against the new regulations, it would be misleading to infer from this, that there has not developed some opposition to them in whole or in part. Some operators whose properties have not had explosive gas, resent being placed on the same plane as those mines afflicted with explosive gas, and the more for tunate operators think they should be allowed to reap the full benefit due to having natural advantages. Some operators claim their coal dust is not as explosive as the dust in other mines, hence they ought not to be subjected to as rigid regulation as the mines with supposedly more dangerous dust, or with gas and dust. Some mines fully realizing tbe danger from dust, use water much more freely than other mines, and the most intensive jwetting of the coal in the mines, handicaps the screening of the coal to such an extent that some mines have had to practically withdraw from the screened slack market. The year in which the new regulations have operated has been one of extreme de pression in the coal business with competition so keen as to he of "cut throat" nature and probably more Utah coal is sold at a loss than at a profit, hence coal operators have resented the additional cost due to the new rules. Underground workers, especially the old timers who have worked in mines thirty to forty years and enjoyed their frequent smoke, strangely resent the closed light regulation which eliminate matches and smoking. Some of the labor element, with union experience or tendencies, resent being compelled to take even a little time and use a little effort occa sionally during the shift, to sprinkle, unless paid to do it. This atti tude of course, being the one almost uniformly manifested by miners, especially those who have been union members, when forced to do anything to which they have not been accustomed. Old time mine offi cials and miners resent being forced to abandon black powder and fuse, with privilege of shooting where they desire, and this class did not like to go to the new method of permissible explosive and electric shooting with no shots to be fired while the shift is in the mines; and when first put into effect in some mines, there were dire predictions as to probably decreased tonnage, wages, percentage of lump, etc.--very little if any of which has materialized. Old time fire bosses and mine foreman resent being compelled to lay aside their life long friend the Davy safety lamp, or the one gauge type and they are particularly antagonistic to being compelled to use .tt-5 Btatiai;.BK. Mm wwiirr::.^ GOO Fourteenth Safety Congress the magnetic locked safety lamp with friction igniters and loud i long are the complaints against the up-to-date permissible flame sal lamps. Actual Cost to Operators Not As Great As Reported The actual cost to the coal operators in complying with the dra regulations, is by no means as great as has been alleged. One c pany with tonnage for the year somewhat less than -300,000 gl $15,000 as total additional cost of complying with the new regulal for .the first year, and inasmuch as this $15,000 covers much, w< equipment, etc., which will be of use in the future, it is probable 1 the $15,000 will be cut to $7,500 or even less for immediate future ye In general, rock dusting is done for less than 2c per ton and a tioual watering costs one to two cents per ton, but there is every son to believe that where thoroughly systemized, the total cost of t rock dusting and sprinkling will be held within two cents and poss within one cent per ton. There is good reason to believe that the i drastic regulations! have cost less than five cents per ton on TJt; coal production for the fiscal year ending June 30, 1925, the first 3 of the hew regulations and for succeeding years will undoubtedly less than half that amount. Coal costs due to safety precaution measures have been increased more than 5c per ton in Utah, dui the past year, but: much of the Increased cost Is due to the pani feeling brought about by the Castle Gate and Rains explosions, ral than wholly from ,fhe new regulations. In connection with the Rains explosion, which occurred in Septem 1924, or three months after the "drastic" regulations went into ef the Rains mine had barely startel rock dusting as well as compliz with other features of the new regulations, when the explosion curred; and while upon a closed light basis, matches were found oi least one body taken from the mine after the explosion. Calls Utah's New Laws Sensible and Practicable Utah's regulations certainly are not unjust or unreasonable, or practicable, or even drastic. The right minded, thoughtful operator has made a study of the exceptionally dangerous nature of coal mil in Utah, does not hesitate to comply with the spirit as well as letter of the regulations and several of the mining companies are u precautions far beyond those demanded by the State. There are, 1 ever, in Utah as well as in every other coal mining community, t: who will take only such precautions, as were used in their youth in localities with less dangerous conditions, unless forced to get line; and it is this reactionary, bull-headed, opinionated class, make it necessary to have "drastic," hard and fast coal mining ! and regulations. Itjs utter folly to argue' in favor of ambiguous, loc worded laws, where it is a certainty that the above mentioned c (which is only too numerous among operators as well as mineri Mining Section 601 Utah as well as in other states), is only too anxious to take advantage of any available loop hole to avoid taking the safety precautions which up-to-date mining conditions demand. UtahJs new regulations are sane, sensible, practicable, far sighted and when they are enforced upon those who try to evade them, not only will all persons involved by the safer but the conscientious opera tors who are whole heartedly carrying out the intent as well as the letter of the law and regulations, will be given the equalizing condi tion to which they are entitled. Fortunately, the proportion of evaders is small and the recent increasing of personnel of Utah state inspection force, will probably soon bring the recalcitrants into line and keep them there. The Utah regulations, in my opinion, will be altered only in such manner as to tighten, them and I am firmly of the belief that those who expect any relaxation whatever, are doomed to disappointment. Utah's dark record of over four persons killed through mine explosions for every million tons of coal mined, certainly affords no warrant for any 'Met up" in connection with precautionary measures against possi ble further disasters; and the first year of the new regulations proves their reasonableness .and practicability, and also makes it apparent that while in the main the regulations are being obeyed, strict inspec tion and enforcement by the State officials are necessary, as applied to a portion at least of the mines of this State. Ciiairxax ETali.: Are there any remarks to make on this paper? DISCUSSION OF MR. HARRINGTON'S PAPER Jon.v T. Ryan (Vice President, Mine Safety Appliances, Pittsburgh Pennsylvania) : Those regulations have been the outgrowth of the desir< on the part of the operators to reduce their explosion and their firi hazard. Several of the large companies of course had practically com plied with these regulations prior to their being enforced so that the; knew something about their operations. But I do know they are not being complied with about one hundred per cdnt. and 1 think, as Mi Hall hds stated, there is very little opposition except from one or tw; smaller operators that just sort of do not like to be forced to do things. Rtrstr X. Hosier (Superintendent Coal Mining Section, Rating Bureai Harrisburg, Pennsylvania) : These regulations have been termed drasti< They have been severely criticised by the technical press and the dail press throughout the country. Apparently these regulations are not so drastic as they have bee termed. 1 am wondering if the miners, if the mine officials, if the cos operators have nothing hut approval for them, where the criticism come from; sorely the man who deals with the issue each day is the one mo: competent to judge if these regulations are practical. Fraxcis Fekhax: I am wondering if all those who are presei properly appreciate the importance of the information contained in th 602 Fourteenth Safety Congress paper. Coming from one of our most experienced mine engineers, * has had to do with the advocating and preparing of those regulations, will recall that when Utah took this action the entire mining indu: was astonished, particularly the old large coal producing states mam that a state so far removed from the center of our industrial activi' way out In Utah, ventured to adopt what was then regarded as extreu drastic regulations, and recommendations resulting in experiments ducted by the United States Bureau of Mines, a bureau established at request, the urgent request of the coal operators of this country and mine workers, to make such recommendations to the industry for t use. Under Utah's laws the future of Utah has been looked forward t< all experienced mining men and it was generally said that in less i a year the coal operators and mine workers in Utah will be willin rescind the action that they had taken, that it would be impossible them to put those regulations into effect without opposition, from workers and mineTowners. This message, coming from Mr. Harrington, an expert authority, us the regulations have been generally accepted, and that is an extre: important message to the mining industry. Making a survey of mining industry atr the present time, it is astonishing to find the s number of mine owners, who have yet accepted the protective provis that are provided in the Utah regulations. This message should be heralded broadcast in all our respective st districts that we represent, making it plain that this Information been obtained, that these regulations are acceptable and satisfac Just as sure as this winter is approaching--we do not know where we do know--in some states, practically all the mining states. ther* conditions that will permit a repetition of this horrible disaster. I that those of you who are here will put forth an effort when you in to have those conditions remedied. It brings much to you. It is flection on the entire industry when these terrible catastrophes place, and you can help in the manner I have indicated. T. T. Read: The chairman referred briefly to a point of grea portance which has been brought up before and that is the fundaix basis of these regulations. They are regulations made by the Indu Commission of Utah, and are quite a contrast, to regulations in : like Pennsylvania for example, where all the regulations are writtei the statute law of the state. There is a fundamental difference and people have raised the question as to whether a commissioi really make and enforce regulations, whether, if taken to the c these regulations would be upheld. We have two lights on that, states I can think of, Wisconsin, California and Utah, have n regulations made by commission under a statute creating the commi >Co one has ever to my knowledge, taken a case of this sort t courts, but the general principle has been passed on lots of times, case of the power of state health boards and state park commissi* Mining Section 603 make regulations, the question has been passed on many times and if any- of you are interested in reading about it, it is found in J,ewis Sutherland's big book on Constitutional Construction. The decisions re viewed there indicate that the courts have generally held that legislature has power to create a commission to make regulations. Personally I think the commission system is the right system. If you write detailed rules into the statutes and progress-follows, by and by the laws are not in accord with the best practice just as in the case of the state of Pennsylvania where when they wanted to rockdust mines, the law specifically said they had to be sprinkled, and they had to amend the law to permit rock-dusting. It is not always easy to amend the law. In framing statute regula tions it is also not so easy to do what they did in Utah, namely to get the operators and miners in conference and get them to agree with the regulations before hand. Our great trouble in America is a tendency to pass laws which people are not prepared to obey and then you can not enforce them. We should not make regulations unless almost everybody is prepared to obey them, and then all you have to deal with is the few people who do not want to obey reasonable regulations. The best way to get public opinion behind them is to have the operators and miners to agree before they are made. It seems to me that is one of the most important things about the Utah situation, and I did not want to see the discussion of the paper closed without bringing it up. A. H. Fixdeiskx (Mining Engineer, Industrial Commission, Madison, Wisconsin) : In Wisconsin we have a statute which provides that all places of employment shall be made safe. The legislature employs the industrial commission to~make rules and regulations. I do not know of but very few cases where the Supreme Court has not upheld the Wis consin Industrial Commission. It has upheld them in practically all cases. The legislature also fixes the penalty for non-compliance with these regulations. ^ Chairman HaU: We^tvill now call on Mr. Read to read the paper, or rather to give a brief review of the paper by K. T. Sparks, Safety Engineer of the Mine Rescue Station, Wallace, Idaho. CENTRAL MINE RESCUE STATIONS K. T. Sparks, Safety Engineer, Coeur d'Alene Mine Operators Association Wallace, Idaho The equipping, operation, and maintenance of a mine rescue station for an individual mine is usually a rather expensive project. This is especially true if the necessary breathing apparatus, supplies, and acces sories are kept in good condition, up to date and in charge of a com petent person. Individual mines, even after the installation of an adequate station are prone to let the training work lapse and the appa ratus deteriorate. This attitude usually results after the mine has op erated for a period of years without an underground fire or disaster of iBWilwr - !--;> :j. StunfMgB' .., ......- . ,J. tiisisa h^rnhmm GOi Fourteenth Safety Congress any kind. In this way a false feeling of security is engendered a sooner or later an emergency arises in which, the need of perfectly wo ing breathing apparatus, together with- a number of trained men is gent. A few years ago, the author, at that time a mining engineer with U. S. Bureau of Mines, was called upon to handle a bad underground I in a large western metal mine. Prior to this fire the same company I experienced another fire underground and at that time they did not hi any rescue equipment at all. Subsequent to the first fire they expeni several thousand dollars in the purchase of oxygen breathing apparat regenerating cans, pumps, supplies, etc. These were received in due tl and placed in the mine warehouse. Upon the outbreak of the second it was found that the machines had deteriorated so badly that they w practically useless. They had not even been removed from the origi boxes in which theyThad been shipped from the factory. No trained n were available and before the work of actually fighting the fire could undertaken it was necssary to give a number of men a brief course training in the use of oxygen breathing apparatus. Fortunately Bureau of Mines had one of their rescue cars nearby and the necess apparatus was obtained from this source. .Had this particular mine 1j lheir apparatus inTgood condition together with a few trained -heir men." the enforced shut-down with resultant loss of production wc have been greatly reduced. The expense and disadvantages of mine rescue stations for Individ mines can be overcome by the establishment of a central mine res station to take care of all of the mines of a district. In this way expense is borne proportionately by each of the mines served and <] not become a burden on any one company. For the establishment c successful and efficient central mine rescue station, the geographical cation of the various mines to be served must be carefully conside: The maximum distance fronfi the central station to the most distant n of the group should not exceed 25 miles. This will allow speed set" from the central station to the mine, in an emergency. The stat should be located at some central point where the mileage to the men: mines is about the same. Some means of transportation between the tral station and the mines is of course necessary. In the Coeur d'Al district of Idaho there is a smoothly working central mine rescue sta which has been in operation for the past two years. It has functic efficiently at a comparatively low cost, and will be described. Description of the Coeur d'Alene District. The Coeur d'Alene district lies in the approximate center of Sbosl county and comprises an area of about 400 square miles. Shoshone cot occupies the larger portion of Northern Idaho, known as the "panham The county is very mountainous and there is but little land suitable agricultural purposes. Mining and lumbering are the chief indtzst upon which the community depends. The importance of these wil Mining Section 605 appreciated when it is known that Shoshone county is one of the weal thiest in the state. -- Shoshone county, which includes the Coeur d'Alenes is the largest pro ducer of lead-silver ore in the state and for many years has produced 90 per cent of the lead and 85 per cent of the silver. The state .of Idaho ranking second in the United States in lead production and fifth in silver shows the importance of the mining industry of the Coeur d'Alenes. The town of Wallace is the principal supply point of the district. Seven miles east of Wallace is the town of Mullan. Here is located two of the larger mines of the district, viz., the Morning mine of the Federal Min ing & Smelting Company and the Gold Hunter mine of the Gold Hunter Mining & Smelting Company. Northeast of Wallace, a distance of seven mtioo. t.bo town of Burke. Here is located the Hecla mine of the Heela Mining Company which is one of the largest in the district. The famous Hercules mine which was- the bonanza mine of the Coeur d'Alenes is also located at Burke but is now practically worked out. A distance of six miles, up Ninemile canyon, north of Wallace are two other well-known producers. They are the Tamarack mine of the Tamarack & Custer Con solidated Mining Company and the Interstate mine of the Callahan ZincLead Company. Twelve miles to the west of Wallace in the town of Kellog near which is located the Bunker Hill mine, owned and operated by the Bunker Hill & Sullivan Mining & Concentrating Company. This mine is one of the largest lead-silver mines in the world and has been a consistent producer for forty years. In addition to the above mentioned properties there are many smaller mines which brings the total number of producers to a respectable figure.* Necessity of a Central Mine Rescue Station. During the first two months of the year 1923, two -underground fires occurred in the mines of the Coeur d'Alene district. The first fire was in the Morning mine ot the Federal Mining & Smelting Company at Mullan, Idaho, and the Second in the Hercules mine at Burke, Idaho. Both of these fires fortunately did not result in any great loss of life. They were, however, very expensive on account of the enforced shutdown with the consequent loss of production. Shortly after the Hercules mine fire which occurred in the month of February, the Coeur d'Alene mine operators held a general meeting for the purpose of discussing underground fires and their prevention. Dur ing the course of this conference the proposition of establishing a central mine rescue station was brought up. This station was to be equipped with a suitable type of breathing apparatus, accessories, and supplies, and would serve all of the mines of the district. The mine officials were favorably inclined toward the project and accordingly a future confer ence was arranged between the mine operators and representatives of the IT. S. Bureau of Mines. This conference was held and resulted in the Twenty-Sixth Annual Report of the Mining Industry- of Idaho--State Mine Inspector. Boise. Idaho. G06 Fourteenth Safety Congress Bureau of Mines detailing an engineer to the district for the purpo establishing the station and getting it to running smoothly. After due consideration it was decided that the apparatus and plies should be housed in a railroad coach instead of a building, decision was made because nearly all of the mines to be served were railroad. By this arrangement the use of a large rescue truck avoided as the use of a truck would not be feasible in the winter when the snow was deep. A former rescue car of the Bureau of Ik was purchased for this purpose. The car was changed to suit the ticular conditions in the district. The car is equipped with living i ters for a small crew and can be readily handled on a regular passe train. The rescue car which forms the nucleus for the central mine cue station of the Coeur d'Alene district is parked in Wallace. Th sets on a spur track which is common to both of the railroads of district. A special engine is available at all times to quickly take tin to the scene of a mine fire. Selection of Equipment. On account of the fact that the apparatus men or so-called, "He! men" of the district were more familiar with the Paul Oxygen Bn . ing Apparatus this was selected, as the standard for the district. I teen sets are carried on the mine rescue car. While each of these chines are complete in itself, there is considerable accessory equipi required. This consists of extra oxygen bottles for the machines large storage tanks of compressed oxygen for refilling the smaller t on the apparatus. High pressure oxygen pumps are provided for clr ing the smaller tanks on the apparatus. These pumps are of two ki motor-driven arid Hand-operated, thus taking into consideration the sible failure of electric power at the time of a mine fire. Complete Breathing Apparatus Carried. The breathing apparatus mentioned above is of the socalled two I type, i.e., under ordinary working conditions the machines will su oxygen to the wearer for a period of from two to two and one-half he The time limit the machine can be worn is elastic as they are prov with a variable feed oxygen valve whereby just the amount of ox; required is fed to the wearer. This means that the working perio the machines depends upon the labor being done.** In addition to these large machines, there are several smaller i which will supply _oxygen for a period of from three-quarters to hour. These smaller machines were procured for use as a rescue apr tus and not for actual firefighting work except in a confined space c to fresh air. Small gas filtering devices known as "Self-Rescuers" are also on h These are used for short trips through a gassy or smoke-laden atmospl where there is plenty of oxygen available. "Self-Container! Mine Rescue Oxygen Breathing Apparatus, Bureau of Mi Washington. D. C. _ Mining Section 607 Two thousand regenerating cans together with an ample supply of spare parts for the apparatus, repair materials, etc., are carried in stock. A. complete outfit of small tools for repairing the machines are also on hand. Various devices for testing the apparatus, such as (low meters, pressure gauges, and volume bags are available. In addition to the above, a fairly complete line of gas testing appara tus is carried. This includes "Hoolamite" carbon monoxide detectors, by means of which not only the presence but the approximate percentage of carbon monoxide gas may be determined by colorimetric comparison. Bacharach carbon dioxide indicators also form part of the gas testing equipment. By means of these instruments the approximate percentage of CO. may be found. Burrell gas detectors operated from small storage batteries are other instruments which are sometimes very useful. These detectors have scales calibrated for methane or Marsh gas, which under certain conditions occasionally occurs in metal mines. Methane is of course a common gas im coal mines. Orsat apparatus is available for a complete analysis of mine air. . Several fiame safety lamps of the ap proved, permissible type have been provided. The Resuscitating Devices. The resuscitating devices consists of inhalators for administering both pure oxygen and a mixture of oxygen and carbon dioxide. The latter apparatus was devised bv Doctors Henderson and Haggard of the Yale Physiological School after a long series of experiments. This inlialator is designed to feed a mixture of 95 per cent oxygen and 5 per cent car bon dioxide gas. The mixture is known under the trade name of `-Carbogen." The discovery of Doctors Henderson and Haggard which em ploys a small percentage of carbon dioxide gas to stimulate breathing results in a much more rapid elimination of the gas which caused as phyxia.*** The device is especially useful in cases of carbon monoxide poisoning. Both types jpf Inhalators are used in conjunction with the Schaefer or Prone-pressure method of artificial respiration. Battery type searchlights have been provided- These searchlights are for the use of the apparatus crews underground, each man on the team being supplied with a lamp. They have a high power bulb and will throw a strong beam of light a distance of 500 feet. The lamps are waterproof and of rugged construction. Large Portable Searchlights Available. Large portable searchlights are also available. These particular lights are designed for use on the mine power lines, are equipped with 1,000 watt bulbs, and have a long armored cable, attached so that they may he used where needed. Life lines, consisting of a light rope wound on a reel, are useful at the time of a mine fire, and several have been secured. An apparatus Report 1 of the Commission on resuscitation from Carbon Monoxide As phyxia to the American Gas Association, bv Henderson and Haggard, Ameri can Gas Association Monthly, September, 1922. GOS Foiirteenth Safety Congress crew takes the rope with them from the fresh air base and by arrangement are able to find their way out and the succeeding their way in. Lite lines are a necessary part of mine rescue equip: when the mine is filled with a dense smoke, and apparatus men are ployed from other properties. An ample supply of special fire hose fittings are also carried or car. These consists of plugs to connect the female ends of two hose together, receptacles for connecting the male ends of two fire line geLher, revolving ilozzles, spray nozzles, reducers, quick connectors. Each of the large mines of the district have a rescue station locati the mine. The mine stations are under the general supervision oi Central mine rescue station. All of the mine stations are compl equipped with from five to fifteen sets of oxygen breathing appar and an ample supply of spare parts, regenerating cans, etc. In the < of a large mine Jire in the district all of the equipment at each o: mine stations together with the equipment of the rescue car coul concentrated at one place in a very short time. This would give eighty sets of apparatus and a large quantity of spare parts, sup etc. -- Training of Rescue Men. The men who are to become ,slielmetmen" are carefully selected, must be young men who are physically fit. Intelligence, coolness, i tempered witli caution, and ability to think quickly in an emergency additional requisites. The necessity of these qualifications will be when it is know-n that crews in this district are often called upc travel nearly a mile through underground drifts filled with poise gasses or irrespirable air, and often work in temperatures as high a degrees Fahrenheit. Permanency at the mine where they are emp is another factorzconsidered, although this is not so important, as leaving one mine of the district usually find employment at anc The men are trained in groups of five, as this is the best and conveniently handled number to get maximum efficiency. The tra covers a period of three months at three week intervals and lasts for hours each time. "Preliminary steps in training consists of learninj basic principals, the construction, circulation and tests of the brea apparatus. After this the men. wear the apparatus, first in fresh aii later in an irrespirable atmosphere. This usually consists of wood sr sulphur or formaldehyde fumes. Til both fresh air and gas the met form hard physical labor, and do certain exercises designed to the large muscles into play, which causes the maximum oxygen sumption. Confidence in the apparatus is thus established, and the learn their limitations and just how much work they can do while ing the machines. Compensation Allowed During Practice Period When the first course of training is completed, they- receive pr with the apparatus one afternoon every five weeks for an inde ?aaa(Sa8HBWs.; Mining Section 609 period. During these practice periods they are released from their regu lar work and report at the rescue station. Compensation is allowed dur ing this practice. About 200 men are inductive training at all time. These are divided proportionately among the large mines. These men like the apparatus could be marshalled at any one mine in a short time if necessary. In conjunction with the mine rescue training, a certain amount of first aid work is also introduced. This consists of dressings for various in juries, checking arterial hemorrhages, treatment for dislocations and frac tures, artificial respiration, and so forth. First aid work is of immense benefit to an injured workman, as upon the treatment he receives im mediately after the injury and before he is removed from the mine, de pends in a large measure the speed of the subsequent recovery. First aid work also teaches a man to think "Safety," as when a first aid class Is conducted, the instructor demonstrates dressings for various injuries. The men attending these classes look on these dressings with a feeling of awe, and they usually make a secret mental resolve to be just a little bit more careful in the future. A close cooperation in this important work is maintained with the U. S. Bureau of Mines. The Government mine rescue car makes yearly trips to the Coeur d'Alenes and train many miners in this work. In the past two years about 400 men attended first aid training classes and received Government certificates of competency. Use of Oxygen Breathing Apparatus. The mining industry jxt present has innumerable safety devices avail able to protect the life and health of the workman. Many of these are designed to supplement the intelligence of the miner, with the result that he places too much reliance in the device and not enough in his own carefulness. This is especially true of oxygen breathing apparatus often called "Safety Helmets." As a matter of fact, oxygen breathing appara tus is far from safe. TK the general public, and unfortunately, to many persons, actually engaged in mining, the use qf oxygen breathing ap paratus is more or less;;shrouded in mystery. They assume that in the event of a mine fire or disaster, all that is necessary to do is to send men equipped with the "helmets" into the mine, and. in some miraculous manner the rescue and recovery work will take care of itself. The idea is erroneous. Men in order to make good "helmet men" and to accom plish anything at all, must undergo a strenuous course of training. Self-contained oxygen breathing apparatus was introduced into the United States in about the year 1907. Shortly after this time the U. S. Bureau of Mines, then the Technologic Branch of the U. S. Geological Sur vey began the training of mines in the use of the apparatus. The development of oxygen breathing during the 17 years experience of the Geological Survey and the Bureau of Mines has been very exten sive. The so called "Helmets" have been supplanted for mine use by apparatus of the mouth breathing type, and the set or fixed feed type of G10 " ~~Fourteenth Safety Congress apparatus supplying oxygen at a definite predetermined rate to wearer has been replaced in many instances for the automatic type, wb regulates the oxygen supply solely by the wearer's needs. During the last eight years the increase in the number of mining c< panies owning apparatus has been decidedly noticeable. Several sta now require mines of a certain type and development to be equip; with oxygen breathing apparatus and train mine employees in their x Some of the states maintain well equipped mine rescue stations. Sev< insurance companies grant reduced rates to companies operating mi having rescue apparatus and regularly trained men. Nevertheless Bureau of Mines reports indicate the need for more widespread insta tions of, and training in. apparatus. Of 122 mines at which disasters curred. only 32 had fully trained rescue crews, while 16 others hat few men partially trained.**** Oxygen breathing apparatus properly maintained, together with a ci of trained men, is a very real asset to any mining company. The hist of mining is replete with instances where a. mine having had an unt ground fire has been saved for future operations solely through the eomplishments of the apparatus men. Apparatus crews have on nun ous occasions made hazardous trips through gas-filled passages of a ir to recover bodies and rescue living men. They have changed the x tilation at the request of responsible authority, bulkheaded undergro fires so that they are localized, and in many instances fought the fire direct means. The value of mining property saved through the us oxygen breathing apparatus is, of course, enormous. Cost of Rescue Equipment in the District. All of the large^mines of the district are banded together in an formal organization known as the Coeur d'Alene Mine Operators A Nation. The mines contribute to a general fund at the rate of $ for each ton of ore mined. By tliis arrangement the cost is distribi according to the output of the n. ine. This fund is administered by agent appointed by the Mine O; orators Association. The rescue equipment of the fleur d'Alene district forms one of most complete installations in / le United States. The Mine Opera Association have spared no expanse to make it complete. The eq ment as it now stands represents an investment of about $35,000. ' figure includes the rescue car and its contents and the rescue sta located at the mines. In addition the work requires full time of man and part time of assistants at the various mines. Several of the mines'of the district are paying their "helmetmei bonus of 25c per day over their regular rate Of pay. In this way intc in mine rescue maneuvers is stimulated and there is always more or competition for a place on the rescue teams. T. T. Read: I am sorry that Mr. Sparks is not here. I might say ' that we tried to adjust the First Aid Mine and Rescue meeting at Spi Abstract from Report of Investigations, Serial No. 2445, TJ. S. Burea Mines. February, 1923. Mining Section 611 field for about the same time as this meeting, so when people came from a distance they could attend both. We could not change the National Safety Council meeting date, and we could not schedule the meeting at Springfield at any other time because we had to use the Arsenal there and we could not get it except at the time we did. It was not for lack of thought about these things the meetings were put two weeks apart. Mr. Sparks says:--'"The equipping, operation and maintenance of a mine rescue station for an individual mine Is usually a rather expensive project/' Commenting on that, I would like to question just what is meant by ex pensive. I have a feeling that that question is more one of psychology. The natural attitude of mind in maintaining a mine rescue station must be something like that of a man who Is paying alimony--the money is going out all the time and there does not seem to be anything coming in for it, and one naturally begins to wonder If ft can. not be cut down. That may be where the apparent expensiveness comes in, the fact that he is paying out all the time and does not get results all the time. (Laughter) He points out that the individual mine even after it has established a station is prone to lapse. I will talk on that. I think Jack Forbes, Ageton and Gregory can tell better about the status of apparatus in some of the stations they have inspected. Then he goes on to tell a story about one time when he went to handle a fire when he was with the Bureau, they had one fire and after they had the first fire they spent a lot of money on apparatus. When they had the second fire rescue men found the apparatus had never been unpacked, and had deteriorated so badly that it was practically useless, and they had no trained men. It is well to point out here that the apparatus not only becomes use less but it is positively dangerous to use deteriorated apparatus; it is a positive hazard. __ Then he goes on to fay, "You can get over this difficulty by establishing central mine rescue stations to take care of the mines in the district. The maximum distance should not exceed twenty-five miles. I would question fixing a definite maximum distance like that because it must depend upon your means of communication between your central point and your periphery. It depends how* you are going to get there? Twentyfive miles over some kinds of roads is just as far as one hundred miles over other kinds of roads. It is a question of time, your means of trans portation, and your condition of roads. He points out, very properly, that the station should he in the middle so you would, not have_ to run from the edge all the time. He goes on, on page thirty-seven, to the description of the Coeur d'Alene district, and I do not think it is necessary to refer further to that. Most of you know the Coeur d'Alene. It Is a concentrated district with the town of Wallace as the principal supply point, and seven miles east of Wallace is Mullan, 012 Fourteenth Safety Congress where the Morning mine and the Gold Hunter mine are located. Nor east of Wallace, seven miles', is the town of Burke, and here are local the Hecla mine and the old Hercules mine; north of Wallace is i Tamarack mine and the Interstate of the Callahan Company; twe miles to the west is the big Bunker Hill and Sullivan Mining and C centrating Company; one of the famous mines of the world, Now, in that district during the first two months of the year 19 two underground fires occurred in the mines of that district, one in Morning mine and the other in the Hercules mine. Both of these ft fortunately did nothesult in any great loss of life. They were, howei very expensive on account of the enforced shut down with the cor ciuent loss of production. I would particularly like to question Sparks on the decision to us> car as headquarters/ As a matter of fact, those of you who have had experience know a mine rescue car is not a very good place to sleep especially in the day. time; but it does have the advantage that it be transported, and in the case of the Carolina explosion this sprint was a case of where a car Avas the only thing that could have done job. We got car Seven down at Coal Glen, North Carolina, from Thon West Virginia, and There was no easy way of getting the rescue mate there except by car. But I do not think that indicates the car is necessary thing to .use, and 1 think that it is a question which needs be considered carefully because while a car has advantages, and a decided advantages, in Bureau of Mine service it also has its dii A-antages in expense^of maintenance. Those of you who went out to Nela Park last night A\rere struck, o least I \vras, with a question some one asked the demonstrator al employees stealing lamp bulbs. He said that was quite a problem, that they tried to solve it by using tA\'o hundred twenty volt bulbs people could not use them in their homes Avhere a one hundred ten bulb was required. But the demonstrator pointed out that it Avas ches to use one hundred ten volt bulbs and let them steal them' than to the two hundred twenty as it cost more to buy them in the first p and more current to light them. The question of maintenance as as first cost in the use of the car is the thing that needs to be gone i He brings out that one reason for the use of a car in the Coeur d'A district is that they have such heavy snows and the roads get bloc but they can get the car through since the railroads are kept open it was a case of climate there. Those of our men who liA'-ed on i rescue cars in northern climates know there is more to be said a climate than that. The rescue car of the Coeur d'Alene district is parked in Wallace, account of the fact that the apparatus men of the district were i familiar with the Paul oxygen breathing-apparatus this \Aras selecte the standard for the district. Fourteen sets are carried on the i rescue car. While each of these machines is complete in itself, the: considerable accessory equipment required. This consists of extra ox Mining Section 613 bottle for the machines and large storage tanks of compressed oxygen for refilling the smaller tanks on the apparatus. He also speaks of regenerating cans and spare parts being carried in stock; he also speaks of portable searchlights. I would like to know just what their experience has been, with portable searchlights. The mining industry at present has innumerable devices available to protect the life and health of the workmen. Many of these are designed to supplement the intelligence of the miner, with the result that he places too much reliance in the device and not enough in his own care fulness. This is especially true of oxygen breathing apparatus often called "Safety Helmets." As a matter of fact, oxygen breathing ap paratus is far from safe. To the general public, and unfortunately, to many persons, actually engaged in mining, the use of oxygen breathing apparatus is more or less shrouded in mystery. They assume that in the event of a mine fire or disaster, all that is necessary to do is to send men equipped with the "helmets" into the mine, and in some miraculous manner the rescue and recovery work will take care of itself. Men in order to make good ^helmet men" and to accomplish anything at all, must undergo a strenuous course of training. CiiAjRsrAx Halt.: We will now call on F. C. Gregory to talk to us on "The Value of Mine Rescue Maneuvers." THE VALUE OF MINE RESCUE MANOEUVERS F. C. Gregory, U. S. Bureau of Mines, Ouluth, Minn. There are few mining men in this country who do not realize that self contained oxygen breathing-apparatus is of great value in protecting lift and property at the time of a mine fire or explosion. Most of the men u responsible charge qUthe mines have given this subject consideration with the result that today training with breathing apparatus is almos universal in both the coal and metal-mining districts of the United States and there are' few districts of importance in which such apparatus is no owned and maintained as emergency equipment. During the fifteen year of its existence the TJ, S. Bureau of Mines has been greatly interested i oxygen breathing-apparatus. Through its Schedule 13 it encourages th improvement of existing types or the invention of new types of breatl Ing apparatus. Through its corps of instructors attached to the min rescue cars and stations, the bureau is training the miners throughoi the country in the care and wearing of the apparatus and is interested i making this training's thorough and efficient as possible. The methods which are used in training the men in mine rescue woi vary at different mines, and in many places it is believed that the methc used does not give the most efficient results. Where training is carrit on at regular intervals, by far the larger part of the expense ineurr< consists of the time^ of the rescue men. The results can be measur< only in what the men learn from the work. During the past few yea some of those who are in charge of mine-rescue training have tried 614 ^Fourteenth Safety Congress increase the value of this practice work by what have been termed "3* Rescue Maneuvers". This form of training is supplementary to the r tine work by which new men are taught the rudiments of the use a care of breathing-apparatus. It might well be termed an advanced om in fire-fighting and rescue work. The idea back of the manoeuvers wh have been held is to have the rescue men work out problems which wo have to be met at the time of an underground fire. The conditions a rounding the practice work are made as realistic as practicable. Training Methods Vary a Great Deal in Detail. Training methods at the mines vary a great deal in detail, generally < to the difference in the facilities which are provided for carrying on work. In some places it is necessary to carry on the greater part of training in fresh air, with only short periods in a small gas-filled roon test the apparatus. This training is sometimes done on the surface 5 sometimes in the mine. There are other mines where the men are pla in gas chambers of^varying sizes, but usually not large enough for men to do much work and often not fitted for the kind of work that wc be of most benefit to the men. These gas chambers are sometimes un< ground, being portions of the mine fitted -with gas-tight doors. In a cases, sealed fire areas are used for training purposes or fairly extent dead workings are sealed off which give the men a chance to do j work. These last are not very numerous. With any of these methods the .men can be taught the construction functioning of the oxygen breathing-apparatus and can learn to weai This is, of course, the first and most important step in the training, if a really efficient'firefighting and rescue unit is to be built up, the tr Ing should go farther. The defects which; are inherent in the fresh air methods of training the difficulty of building up the confidences of the men in their appars and making them fully realize the limitations of it. Knowing that 1 have but to remove their nose clips to have fresh air they are ap become careless. Men trained thus are often caught "cheating" by bre ing around their mouth piece or through a loose nose clip. Where training is done on the surface, the work performed seldom has any nection with rescue or fire-fighting, and is apt to be merely a walk. W] carried on underground it can be made very instructive by testing fighting equipment, Traveling raises and manways, observing ventlial erecting timbers and building stoppings. This last type of practice is worth while. ------ Unless the gas chamber is roomy and equipped especially for the w training in it will consist of enduring the gas for a two-hour period sometimes some work, such as sawing wood or piling material. The w feature of this training is its deadly monotony. As soon as a. man mastered his apparatus and acquired confidence in it, he is not abl take any further interest in such training. Still, training at regula tervals should be carried on. The gas-chamber training causes the SawjW g-ilMwIi \4# >7t,nzmmi ai Mining Section SIS to watch their apparatus more doceir as4 to fta* a&^ defect a*- it* ft should, be used with new men until they are thw<w*gJt!y *itft their apparatus. Being always within a abort dbtasea e fb& air they are not under the nervous strain that xcwBjnafcr a <frffr fbater it- tance in gas. - The training in sealed fire areas or steaded masee wgrRSags can be made the same as that which fa done at the snatewven. Fortunately there are not many mines which hare fire area* in which to train their moo. Some of the things which cannot easily be done by the ordinary train ing methods are the teaching of discipline,, development of leadership, and teaching the men to do unaccustomed work under abnormal condi tions with a minimum of supervision. If a rescue man is taught only to wear his machine, he will have only his own experience as a background upon which to rely in an emergency. This may or may not include the things needed for fire-fighting. Qualities an Ideal Rescue Man Should Possess. To compare the results of the different methods of training it is neces sary to have some standard of accomplishment that it is desirable to ap proach. What constitutes an ideal rescue man? First we have his physi cal and mental qualities. He should be sound physically and able to stand hard labor. He should have normal intelligence and be able to keep cool and control himself under trying conditions. He should know how to assemble and test his apparatus, have confidence in its ability to protect him from smoke and gas, and have a knowledge of its limitations. He should have sufficient practice in wearing the apparatus so that he is perfectly familiar with its functioning and with the use' of its safety features in case of trouble. He should be familiar with the regular under ground work of his mine and able to protect himself from ordinary haz ards of it. And he should have had sufficient training in doing such, spe cial jobs as may be expected to arise at the time of a fire, so that he can do them with a minimum of effort and supervision. That is quite a bill to fill. In the first place it calls for a careful and thoughtful selection of the men to be trained, so that the money spent on training will not be wasted. The fact that a certain man can be "spared" easily is usually a poor recommendaion for him. The men should be given a thorough physical examination by a physician. Then his nervous reactions while wearing the apparatus should be carefully watched. Teaching the men tha construction and wearing of the apparatus is fairly simple. Some learn it much quicker than others, and the instructor should make sure that all of them know it. Especial pains should be taken when men who are not entirely familiar with the English language are trained. It is a good plan to always require each man to assemble and test the apparatus he is to wear in practice. The final step in developing the men can best be done by giving them training under mine fire conditions. It is at this stage of the training that G16 Fourteenth Safety Congress the mine rescue manceuver has been, found useful. A mine resc manoeuver consists in assembling as large a number of trained resc men and sets of breathing apparatus as possible, together with men fr< cooperating departments of the mine, to work out rescue and fire-fighti problems under fire conditions. The men who take part may represen single company or ar district. The work done should be of a kind whi would be most useful in case of fire in the district. The work which can be done will depend upon the number of resc men available and the place which is used for the work. If it is possib a portion of the mine which is entered through an adit of flat slope shoi be used. This will allow the teams easier exit in case of trouble and a! will give more room for .interested spectators. If such a place is i available, the fresh-air base should be on one of the mine levels and t work planned so that there is no serious danger of accident to the m< The more auxiliary equipment, such as fire hose and extinguishers, v< tilating fans, and stoppings, that can be brought into the work the bett The "rescuing" of men, and bringing out of dummies add to the Intere Carefully Planned Organization is Essential. To successfully stage a mine rescue manceuver requires a carefu planned organization. If there is such an organization in existence paper at the mine it is an excellent place to see how it will function. The necessary organization for this work is practically the same would be brought into play at the time of real fire work. For handli the apparatus work, the following is suggested as a working plan. Th< should be one man, the director we will call him, in responsible charge the work and to whom all those participating will report. He will ha plenty to do in the way of planning and general supervision so he shoi not be burdened with any of the routine work. He should have an assi ant In charge of the apparatus or fresh-air base, who is competent inspect and make minor adjustments of the apparatus and see that tin are plenty of the necessary supplies and tools on hand. At the mine < trance there should be at least two men, one, at least, of them, an exp> apparatus man, to act as inspectors and recorders. They should inspi each man' apparatus, read and record his gage, instruct each team in 1 work to be done and keep a record of the entry and exit of all men, p vent unauthorized persons from entering the mine, and make notes of a interesting or unusual occurrences. In addition there should be one m to tend the lifeline, and a "fresh air" crew to bring all necessary suppl and material to the mine entrance. Arrangements should be made to he a doctor examine the men before they put on the apparatus, to see tl no one goes into the gas area who is not in proper physical conditi If it _is practicable, he should stay throughout the time men are in i gas. The mine officials and the heads of the various departments shoi be urged to attend, as it gives them a chance to discuss their plans emergency work under very favorable conditions. If there is a surfj tire chief, he should attend and cooperate. The director should be fi Mining Section 61? from petty details so that he can talk to these men and visitors from other mines.' = The possibilities of this method of training can best be illustrated by a short description of the work done at Globe. Arizona. There are six of the regularly mines in the Globe-Miami District which have organized the Globe-Miami First Aid and Mine Rescue Association. The association maintains a central rescue station in charge of a director, who has three full-time assistants. At the rescue station there is a special rescue truck which carries the oxygen breathing-apparatus and supplies, spare parts and first aid equipment. Another truck carries two ventilating fans, mounted on adjustable trucks, reels of cable, cliemical extinguishers and ther equipment. There is always someone on duty at the station who is capable of answering a fire call. The association has a regular crew of 60 trained rescue men. These men receive a bonus of 25 cents a day in addition to their regular pay and are available, in ease o need, at any of the mines of the association. The three larger mines maintain 15 men each, and the smaller ones 5 men each. Most of the bosses are trained apparatus men, but are not on the regular crew, as their absence would cripple the unaffected mines too much. Manoeuvers Held in Piace Well Suited For Work The place where the manoeuvers are held is well suited for the work. It consists Of two upper levels, of the Globe mine of the Old. Dominion Company, that have been worked out. The lower or 165 level is an adit through the limestone formation for about 1,000 feet to the vein, and drifts right and left along the vein. Short crosscuts along these drifts are useful. A 65-foot two-compartment raise connects this level to the 100 level above, which follows the vein to the surface, thus, giving access to the fresh air on both levels. There are some small open stopes above the 100 level. - The formation is quite solid and the greater part of the workings are not timbered- The fresh air apparatus base is located near the portal of the 165 level. The maneuvers, which are held two or three times a year, extend over two days. The men report at the mine at 8 o'clock in the morning, to find the two trucks from the rescue station, the director and two of his assistants already there. The men are registered and issued flashlights and goggles. They are then ixb&ading the trucks, building benches of rough boards on which to lay out the apparatus and supplies, connect ing the field telephones ' so that there is communication between, the portal of the mine, the apparatus base and the rescue station, placing the fan on the mine tracks and connecting it to the power line, and making any other general preparations needed. During this interval the director has made up his five-man apparatus teams and assigned each team its first problem___The personnel of the teams is posted on a large bulletin board. Freviouly prepared problem sheets are posted after team numbers have been assigned. In assigning men to the teams, care is >ieg*8g*g8*iv3iHt fry- * ^_T^_jgpssM:^fM j^ litirik. iJkuua.laL ***** 01S _Fourteenth Safety Congress taken to distribute any new men among the experienced ones. Men w have shown any aptitude for leadership are made team captains, a practically all of the experienced men have had charge of a team least once. Men from the different mines are properly mixed, so as become better acquainted. As soon as the organization is completed the teams that have be assigned to immediate apparatus duty assemble, test and put on tb apparatus, get the necessary tools and materials for their work and port at the portal of the adit. In the meantime a dummy in a stretcl lias been concealed somewhere in the workings, and a crew using h hour apparatus has lighted smudgepots throughout the mine, so that the time the first craw is ready to enter, the. drifts are well smoked i At the portal three men are stationed, at least one of whom is an pert apparatus manTT These are usually safety inspectors from the min One man is in charge of the lifeline and the other two 'act as recorc and inspector. Each man's apparatus is gone over to see that it is sembled properly and is functioning satisfactorily. If a man shows tl he is not familiar with his apparatus he is removed from the team a required to train that day in fresh air. If .he is very nervous, he is gi\ a light workout in the smoke under the supervision of the half h< crew, and usually calms down in time to be assigned to a regular cr later in the day. If his apparatus has some fault that cannot be rei died on the spot he is sent back to the apparatus base. While all these incidents have happened to new men, they are rare occnrrenc The men in charge at the portal see that the crews going in fully und stand what they are expected to do and that they have the proper to and materials. They have a map of the mine workings posted, so t. the exact positions of various stoppings, etc., can be shown the m They instruct the crews in the precautions to he observed, such as b< ing tlie lifeline while travelling, counting off, taking care not to beco separated, and the entire crew returning if any member has trouble, { ing right of way to teams coming out and instruction in the lifeline ; nals. They read and record the gages of the apparatus men along w their names and the number of their apparatus. When a reserve te is ready at the portal they allow the team to enter, the exact time recorded on the record sheet of the team, and the work they intend to is noted. A regular form for the recorders has been devised. The first team in takes the lifeline and upon reaching the end of adit at the foot of the raise ties the line there. If they have to w on the level above, they'wait for a reserve here and take a small lifel on through the raise, one of the reserve crew holding tne lower e fZrews entering later hold the line as they walk along. Reserve Crew in Apparatus at the Portal As the crews report to the portal, they are sent in in order of the pi lems to which they have beeu assigned. There is always a reserve ei in apparatus at the portal. As many as seven teams have been uni Mining Section 619 ground at one time, working on assigned jobs. As each team returns to the fresh air, the time is recorded and the gages are again read. Much interesting information on the performance of the apparatus and the time taken to do certain work and travel known distances in smoky- atmosphere is gained from a study of the recorder's notes. The usual problems which are worked at these maneuvers consist of "rescuing" a live man, finding and bringing out the dummy; erecting can vas brattices and manipulating the fan to control the ventilation and putting out fires with chemical extinguishers. The live man problem is the most exciting and never fails to arouse interest. Two crews go in at the lower portal. One stops at the foot of the raise where by means of the two lifelines it is in communication with the other team and the surface. The other team, taking a Stokes stretcher, two half-hour appa ratus and rope, proceeds to the upper level and out toward the surface to a canvas stopping which has been erected to keep in the smoke and gas. Behind this is a man in fresh air. He is strapped in the stretcher, given a half hour apparatus and carried to the raise and there lowered to the waiting team below. This team then carries him to the surface. Two half-hour apparatus are necessary as this work usually takes over an hour to do. It is a problem which taxes both the muscles and nerves of the crews and those which go through it in good shape may be counted as veterans. The man whoi is rescued should be a good cool-headed apparatus man. An idea of the time in which various kinds of work done may be had from the average results of one manoeuver which were tabulated. In building canvas stoppings, nine teams travelled an average of 43 feet vertically and 2,490 feet horizontally in gas carrying tools, canvas and light slats, but no heavy timber, built their stopping and were out iu x hour and 7 minutes. Hunting and bringing out the dummy took four teams an average of 1 hour and 6 minutes, during which the distances were 150 feet vertical and 2,470 horizontal. The rescue of the live man took an hour and the team travelled 130 feet vertically and 3,200 feet horizontally. All of thifT distance was in a smoky atmosphere, much of the way the smoke was so thick that travel was by touch rather than sight. * Before each practice manoeuver these workings are carefully inspected for any dangerous condition, such as bad back or splintered timber that might injure the men or their apparatus, and the place made safe for the work in the smoke. =There are no raises to lower levels into which a man could possibly fall. Manoeuvers Not Carried On In Irrespirable Atmosphere Attention should be drawn at this point to the fact that while the manceuvers were carried on in smoke, they were not in an irrespirable atmosphere. In an irrespirable atmosphere the bureau recommends that explorations under apparatus should not exceed 2,000 ft., round- trip on a nearly level, unobstructed course, height of 5 ft. or more, and air clear G20 Fourteenth Safety Congress enough so that the vision of the rescue crews is not materially obscurec Exploration should never be undertaken on pitches exceeding 30 degree unless there is reasonable assurance of saving life. The practice wor described above, carried on in an atmosphere not irrespirable and i: places known to be safe, was extended over greater distances than ar good practice in actual recovery work following a disaster, in order t make the test of the crews as severe as was safe under the known cor ditions. J At the end of a day's work the stoppings which have been erecte are inspected, while the men are cleaning up and putting away thei apparatus. Before they leave the apparatus base, the director assen bles all the men and discusses the work done and brings out any point he wishes to impress^upon them. The results of this work in the Globe district, as in other districts i the Southwest where the same general plan of training has been adopte* have been very gratifying. The improvement in the attitude of the me and in the work done by the rescue crews with each succeeding mancei ver was very noticeable for the first few times, when the work reache a standard which is very satisfactory. During the last two practice held at Globe, which the writer observed, there was practically n ti-ouble with -the apparatus, and no nervousness shown by the men. Still better proof of the value of this training has been given by th work of the men in actual fire-fighting. At one fire in the Globe distric the organization jwhich had been built up functioned perfectly. Me from live of the mines worked together harmoniously. Crews worke through three different shafts with a minimum of supervision and n confusion. Discipline was excellent, crews following instructions withot question. The systemTof recording used at the manceuvers was used an proved successful, the notes on the recorder's sheets making a ver good record of the fire-fighting. The practice in putting up canvas sto] pings was particularly useful, as many of these had to be erected to kee the gases out of adjoining mines and direct the air currents. At other mines where this form of training has been used the apparatr crews did most creditable work when they had a real fire to fight an the detailed knowledge which they had acquired, made it possible to d the maximum of work with little supervision. One of the good features of training like this is that it has an elemei of excitement in it which arouses the interest of the apparatus men an also others at the mine. Routine training gets very dull and disagreeabl It has nothing spectacular about it to attract the attention of those wb are not compelled to do the work. The interest which, the mauceuvei have aroused has been sufficient to bring more than a hundred spect; tors to the scene at one time. There are certain precautions that should be observed in mine reset) work, whether in training or real work, to protect the men who ar wear the breathing apparatus. The man in charge of the work ha -aa !-:-;- sgaiM Mining Section G21 the responsibility for their safety upon, him, and he should consider very- seriously every element of danger that may arise. In the training where men get but a short distance from fresh air by an unobstructed road, there is little danger of serious injury to an apparatus wearer, even though he has trouble jwith. his apparatus. If he gets into trouble, a man can usually reach the fresh air before he is overcome. But in the more extensive work carried on during manoeuvers this danger should be taken into consideration in the plans, so that there will be little danger of a serious or fatal accident. In selecting the place for the manoeuvers, care should be taken to see that there is no bad back or walls, that there are no nails or splinters projecting from timbers to injure tbe men or their apparatus and that there are no openings into which a man could fall. The visibility in a smoke-filled drift, while wearing goggles that are more or less fogged, is very limited ,and should be taken into account when planning tbe dis tances to be travelled from the fresh air base. Men Who Enter Smoke Should Be Physically Fit The same precautions should be taken at a manceuver that would be used in an actual mine fire. The man in charge should know that the men entering the smoke are physically fit at that particular time, which means physical examination just prior to the manceuver, that they have had enough preliminary training to know thir apparatus; and that then apparatus is properly assembled and functioning at the time they entei the smoke. If these Jhings are observed, there will be little danger o a disaster. Perhaps the greatest danger lies in the men themselves. Their fear o ridicule may make them go ahead when they are doubtful of their appa ratus. This make's a close inspection of the men advisable. In conclusion, if mine rescue training is desirable, it should be carrie on in the most efficient manner. To do this it should consist, of course of instruction which teaches the rescue men the construction and fun< tioning of the apparatus they are to wear and gives them confidence 1 its ability to protect them against noxious gases. It should also teae the definite limitations of the apparatus and the precautions necessar to be observed in gearing it. Further training in the kind of work 1 be anticipated at time of tire is desirable. The most practical way 1 give this training isjx> have the men practice under conditions as near! approaching a real fire as possible. Such work, in addition to being of value in training the apparatus me makes it possible to test the working of the whole fire-fighting organiz tion, and through it, interest in the work is aroused. Discipline, leade ship and a familiarity with the work are developed which will be of gre value in time of emergency. Although the expense of such training may be greater than mere rc tine work, the results are believed to outweigh this to such a> degr that some such method of training is well worth while. To those int< 622` Fourteenth Safety Congress ested in mine rescue work the following list of publications of the Bureai of Mines which, deal directly with this subject may be of interest: Technical Papers No. 29, Training With Mine Rescue Breathing Appa ratus, by J. W. Paul; No. 82, Oxygen Mine Rescue Apparatus and Itj Physiological Effects Tin Users, by Yandell Henderson and J. W. Paul No. 272, Permeating of Oxygen Breathing Apparatus by Gases and Va pors, by A. C. Fieldner, S. II. Katz and S. P. Kinney; No. 314, Meta Mine Fires, by I>. Harrington, B. O. Pickard and H. M. Wolflin; No. 334 Mine Rescue Standards, a Tentative Study, by Report of Committee ap pointed by International Mine Rescue Standardization Conference; No 24, Mine Fires, a Preliminary Study, by G. S. Rice; Bulletin No. 188 Lessons from the Granite Mountain Shaft Fire at Butte, by I>. Harring ton; Miners Circulars, No. 10, Mine Fire and How to Fight Them, by J W. Paul; No. 25, Erection of Mine Barricades During Mine Fires and After Explosions, by J. W. Paul, B. O. Pickard and M. von Bernewitz; and Miners Hand Book, Self Contained-Oxygen Breathing Apparatus, by D. J. Parker, G. McCaa and E. H. Denny. DISCUSSION Ciiaikmax Hall: I am going to throw this open for discussion, the two subjects, "Central Mine Rescue Stations" by IC. T. Sparks, and "The Value of Mine Rescue Maneuvers," by F. C. Gregory. Joiijv Li. Boakdmax: Dr. Read asked me a question about the useful ness of searchlights in fire-fighting. They are a very necessary equip ment in metal-mine fires; As an illustration: We had occasion one time, to go back six hundred feet through a drift, to get -to an otherwise in accessible fire, which was caused by ground movement in a shaft, re sulting in breaking electric cable and setting fire to the shaXt timbers. A cave-in in the shaft at that point made it inaccessible on account of being upcast. We had to go in another mine, crawl on hanrig and knees through six hundred feet in smoke so dense that we had to slide one hand along the rail in order to tell which direction we were going. So you see a searchlight which can penetrate smoke and steam is a very valuable asset. The temperature was about one hundred forty degrees, I might mention, also. We got down, however, but had a difficult time. I have always been an advocate of central mine rescue stations, for two reasons. One is that mine rescue apparatus costs a lot of money. The manufacturers, I believe, do not make anything on it for the reason that although their prices seem exorbitant there is so little business to be had they have to charge big prices to cover. their sales cost, so we never will escape the .apparent excessive cost of this kind of apparatus. But we can minimize the difficulty by having central rescue stations. There are very few districts indeed, both in the cbal and metal fields where several companies can not combine to make a central rescue sta tion, thus distributing the cost and making it entirely feasible to have adequate equipment. _~7 Mining Section 623 Another reason is that the central rescue station is usually more effi cient for the reason that yon can afford to have the -things up to date. I think all mining companies should look at this matter in the light oE an insurance. I am sure in our case we could not possibly have pur chased an equal amount of insurance for anything like the money that we have spent in our mine rescue station. Of course we are fortunate in the fact that one company owns and operates from fifteen to thirty mines within a five mile radius. We are in the same position as woulc be a district with that many companies having small mines. We usee in one year twenty three thousand two-hour regenerators fighting fire so you can see the cost of our rescue station ran from two thousand t< ten thousand dollars a: month. But we saved, we do not know how mucl we saved, but well over a million dollars from one fire simply for th reason we had adequate rescue equipment. You will find the central rescue station is the' proper solution for good many difficulties. Whether a mine can not afford to have a prope equipment, they should combine. It is one of the things that even compe itors should combine, in regard to fire fighting. In regard to adequate training, we use the Bureau of Mines trainin quite extensively and certainly appreciate the work the Bureau of Min< does for us. However, it is impossible for the Bureau of Mines, ; stated before, to cover the field that they have to cover with the present forces, so we supplement the Bureau of Mines training by as nei an approach to actual conditions as we possibly can. The central resci station will permit the equipment of a training tunnel, shaft or mir which will be large enough to accomodate this sort of work, while tl single small equipment will not do that. In other words, if you have central rescue station and serve eight or ten mines, you can afford set aside a part of some mine where you can' reproduce actual mi rescue conditions and that is very necessary if you want' to maintain adequate crews. . We find large numbers of men will take a preliminary training a seem to be all righfcibut when they go up against the real thing tb are valueless. We figured at one time we were fortunate if we got 1 men out of one hundred, that were good rescue men, ten out of c hundred that took tie preliminary training. A good rescue man is rare jewel. I think the average is rather high how. jr. J. Fobbes: Sparks makes a statement that has been referred by the Chairman, where individual mines, even after the installation an adequate station are prone to let the training work lapse and apparatus deteriorate. I think most of the men that have anything do with the training or rescue work, especially those fellows who tra around the country in connection with the Bureau of Mines work, h found that where the mines are isolated and dependency is placed ent ly on local rescue apparatus, as a general rule rather than the except the equipment is not kept up. On the other hand a number of prog sive companies maintain their apparatus and their men in good sh; 624 Fourteenth Safety Congress I Just want to recall a couple of examples, particularly in the wester part of the country, where I did training work. We had a certain type of apparatus on the car that we were givln training with. Of course we had all the types of equipment that wet used, but we had sufficient number of this type to give training. Thi company had another kind of apparatus and they wanted their me trained in the apparatus they had, whieh was the right thing. I aske the men at the station to go with me and inspect it, and I think out c fourteen sets of apparatus, practically new, only two were in fit shap to use. Now there are a number of instances in the eleven years of experienc with the Bureau where I have found that the equipment has beei especially at small mines or at isolated mines, practically neglected. I the management is interested in the work, the equipment, as a genera rule, is kept up in fairly good shape and maintained in good safe worl ing order. ^ I want to corroborate Mr. Boardman's statement that the central min rescue station really is the ideal plan providing of course that the tim distance from that central station to the furthest mine in the district i not too far. Of course the intent of the act creating the Bureau of Mine, was that mining companies would get their own equipment and do thei. own training. In such stations like those at Anaconda, Globe-Miami through parts of West Virginia, Pennsylvania, of the Tennessee Coal Iron and Railroad company in Alabama and many other large companies that maintain men for giving constant care of their training and main taining equipment the results are a whole lot better than at station: where such attention is not given. With Gregory's paper I agree practically in toto. In addition to its regular training work, the Bureau has done in the past quite a good dea of this maneuver work. There is one thing I think we should guarc against, and that is ifjyou men have not a copy of techincal paper three thirty four. Mine Rescue Standards, A Tentative Study, I would advise you to get a copy of i"fT" These standards were an outcome of a meeting held in St. Louis by a. committee appointed for that purpose. I do not want to go into discussion of this paper in detail, but I do want to cali attention to one part <?f it which deals with the maximum distance an apparatus wearer should travel. We have learned from experience of ten or fifteen years in connection with disaster work that long dangerous trips are not necessary. There have been a number of lives lost. You men will recall L. M. Jones, who lost his life in Barraffitsville explosion in 1917 or 191S. That was a long dangerous trip and there are similar instances where men have lost their lives, even in a clear atmosphere, in making long dangerous trips. I think it would be well to call attention to this part (p. 32) of the tentative standards. a* *e m The same standards apply to coal mining conditions as metal mining conditions. - Mining Section 625 In connection with Mr. Gregory's paper it may.be of interest to state that in July first the Bureau started some new work called safety exten sion. service work, and one of the functions of this newly created sub division of safety service was the planning of advanced instruction along these general lines. ^ I believe that apparatus men should be trained, or at least familiar, with some of the new equipment that has come out recently. I refer particularly to coal mines and the self-rescues, the all-service gas mask, and so on. About six weeks ago I had occasion to try out this advanced training in procedure in case of mine fire or explosion at the Orient Rescue Station at Orient, Pennsylvania, where fifty-seven men completed the course, taking approximately thirty five hours for the complete in struction. - I want to summarize briefly what we took up in that course. First; the properties of mine gases, emphasising the essential features such as the explosive qualities of various gases. We do not dwell too much on the physiological features until we come to carbon monoxide to take up. Next, the detection of these various gases. In that we take up the approved safety lamps which are used in the testing out of marsh gases and call attention to the new bulletin which is put out by the Bureau, number two hundred twenty seven, on the flame safety lamp. We do not attempt to go over that in detail, but we do direct the class attention to that bulletin. It creates a desire for the men to go a little further. We take up the approved types of safety lamps. We are not particularly interested going into why they have been approved, but we do want them to be familiar with the proper assemblage. We use gas boxes for demonstration to bring out the features such as introducing CH4, CO and C02. That brings us to the next means of detection, the Burrell Indicator. Technical paper No. 357 gives us a study of the Burrell Indicator. If the men are interested in knowing why that piece of equipment has been approved they can go into that matter further. The other means of detectors for the abnormal condition CO, found after fires and explosions. We discuss canary birds, and caution them about carrying canary birds-- since we have found that some canary birds stand up after a man goes down. It is a good rule to carry about three canary birds. We take up the CO detector, which is used a great deal now by rescue crews. We were afraid going too much into technicalities; but we do want them to handle that piece of equipment. Then, the next piece of equipment we take up in connection with the detection of CO is the pyrotannic acid method for the- Quantitive Deter mination of Carbonic Monoxide in Blood and Air. Now after the metfaodslof detection which I have enumerated, we lead on to the methods of mine air sampling, and call their attention parti cularly to bulletin forty-two, the sampling and examination of mine gases and natural gases. We show them how to sample by water displacement, vacuum tube, aspiration method, and behind stoppings and fire seals and 626 3Fourteenth Safety Congress go it pretty much, into detail of the significance of atmosphere behi seals. In the last couple of months there have been two very seric explosions (which resulted in the loss of sixteen lives) from attempti to reopen mine fires that were not left sufficiently long to cool down. That leads to the apparatus for gas analysis work. Some of you probably wonder whether men around the mine can get that. 1 questioned it at firsts as we did the pyrotannic acid method. There is trouble at all, no necessity of going into detailed chemistry. All we is to point out: Now this pipe here takes care of the CO. This bla solution will take out the oxygen out of the air. We call their attenti particularly to the pyrotannic acid method for the detection of CO at explosions and during fires. These men can .do it in good shape. At the last class at the Orient the fire boss there for the time in : life had an opportunity to see gas analysis; the first day he came dohe told the superintendent he came down to look the fellows over a that he thought he would probably be back, in an hour or two, but af he got down there he got something more interesting than he anticipat When we came to gas analysis work the second day the old man k< moving forward. We asked for volunteers and the second time he ca up and did as well as any of the rest. The men can get it; there nothing mysterious about it. Then that leads to approved forms of protection. We have taken the methods of detection and the methods of sampling, and that lei us on to the approved forms of equipment for protection--and ri| there we take up the self-rescuer and call their attention to this valua instrument which has recently been approved by the Bureau. We b it on to the all service gas mask. We are able to duplicate nearly all tests that would be essential for the all service gas mask. Then the next form of protection against the CO would be CO or < atmospheres would be the self-contained oxygen breathing-apparatus, .have set a standard, on this that all men that have been previou trained in the use and care of oxygen-breathing appartus are accepts to take this advanced work. We do not intend to train them in rescue apparatus, but we do take occasion to go over it and call atl tion to the fine points troubling them in the past and give especial atl tion to that particular piece of equipment they are using. That leads to construction of barricades during mine fires and al explosions, which is brought out very clearly in mine circular nurn twenty-five. I wanF to call attention to the essential feature of t bulletin that in nineteen explosions twenty-three barricades were erec by entombed or entrapped men which resulted in saving fifty-th lives. Then we come on down to the instruction on construction of stoppii for instance, brattice cloth, tile and brick and other types. And on struction on life line and signals, that instruction on equipment den stratlons and practices takes up about three days and it is good h work about seven hours a day. Mining Section 627 The next piece of work is a thorough, explanation of surface organiza tion plan for explosion and. fires. We go over the chart on procedure of these .crews pretty much In detail, not so much for their particular use but to show them how they fit in with that surface organization plan, that in the event of disaster the rescue crew and surface organization plan move off smoothly. Most of you men know that have had experi ence, that it takes anywhere from two to twenty-four hours or even longer for the local organization to reorganize and get their bearings. These instructions, we are hoping, will bridge that gap and produce a smooth working organization. Then we go on to our mine rescue standards, technical paper three thirty-four, and follow that out pretty much in detail. The last two days is taken up on actual maneuver work underground. We selected a certain section of the mine and connected a story with it thinking to make it just as real asjsre possibly could. For instance these men re ported at 7 o'clock the first day for underground maneuver work, put their equipment in apple-pie order and reported at the mouth of the shaft at eight o'clock. They met the mine superintendent there, they ques tioned him about whether the fan was in operation, then went in to in vestigate, also to see whether the electricity had been cut off in the mine. After they had gotten all that information they got In touch with the mine foreman and got his story as far as he knew about this hypothet ical mine explosion which occurred in a certain section of the mine. After getting all that information they proceeded to go over the map, and get a pretty good idea of how the air circulates through the mine. They then start down the shaft and at the bottom of the shaft they meet the foreman who can throw a little more light on this hypothetical explosion. In this particular section of the mine we had two butt entries off one of tbe mains, and the first mining had been completed and they were getting ready to draw pillars. The section foreman told them all the men had been checked out according to the record of the checker in and out all but seven men of the particular section of the mine. That gave the fellows a goocLstart on the problem. As we got all this information we followed the air until we found the first evidence of the explosion, which in this case was a bulged door at one of the butts. We started our operations from that point. We tried to get across to these fellows the importance of using good judgment in recovery work. For instance, the first thing they did was to make tests on the return air there. It was hypothetical--we could not put any smoke in there,--but we assumed, told them there was one half of one per cent of carbon monoxide there, placed the fellows on their honor, told them the condition and told them if there were any infractions of that rule he could consider himself disqualified from that work. There was not a man that attempted to breath outside air. We did not tell them we were going to find this and that, bnt instead chalked on the coal "stopping out here" and, "a fall here," and so one. As I say we spent two full days at that work, and at the completion of G2 8 ,Fourteenth Safety Congress the work the men did not want to quit, they were so enthusiastic a interested in the work. I wanted to take occasion at this time to call your attention to t! work. We have only a very limited personnel to put on the work; so : there is just one training group we held down at the Orient Cent Station in Pennsylvania. The next is to be at Mr. McDowell's, the Da Coal and Coke. We have a number of requests that will probably t us a year to compIyiwith. Chairman Haix: We would like to hear from Mr. Keefer right n about what has been done by the mining section of the PLeadquart Staffs in Chicago. W. Dka.v Keefes:: Our annual Congresses are getting so large tl are held only once a year and it is usually pretty difficult for our m< her companies to send more than one man to participate in a Congr Some of our representatives do not even send one, and I.think one of finest things this organization can do is to help to organize regio conferences like the one Mr. Conibear had at Hibbing. You can br. in your safety men, your shift bosses and your foreman and the oti fellows that never get outside to hear and see what the other fellc are doing. They will get inspiration and* information that they can get at any other place. About a year ago we had a regional congress in Springfield. Illim We co-operated with.the Bureau of Mines, the State Department of Ml and several other organizations. I think there were about seven hund men in that conference. Most of them were local men. of course. T is just another reason why we should have more of them. The one Illinois served Illinois, Indiana and a few of the bordering towns other states- We Can have other conferences in West Virginia, perhaps Pennsylvania, and T think they will more than repay for all the time i effort we put in there. Mr. Conibear's organization went into it a little more elaborately ] haps than we did at Springfield. Their expenses were met by the 1c companies up there, and I believe they are going to print the proceed! in booklet form. The meeting in Springfield was merely reported brief and the report was mailed to the people participating in the < ference, after being mimeographed. It is possible to run these < Terences without' great expense other than the printed programs and expenses of a speaker you cannot get in any other way, and I ,wo urge, Mr. Chairman, that men representing various communities sp to the chairman of the-mining section, let your needs be known, . indicate your willingness to work on this kind of a job. John L. Boardmas: In 1920 we organized some local conferen The first was held In Mr. Conibear's district; the second in Butte, 3V tana. Ours. I believe, cost about five hundred dollars, but the outlj districts such as the Homestake Mining Company and the mines fi some other districts .sent delegates. We had a very successful confere We planned to delegate the duty of organizing the local conferences Mining Section G 21> the vice-chairman, and we have tried to follow that policy, but the con ditions in metal mining the last few years have not justified -the holding of conferences. Under Mr. lCeefer's direction we hoped to revive that idea and have perhaps a dozen local safety conferences in the mining districts. =r Chairman Hale.: This thing has not been entirely new. Before we had a secretary who was looking after those things but this year they might have dropped through had it not been for Mr. Keefer's assistance. War. Coniiiear: It has been ray privilege to be chairman of our local safety council for the last two years; I wish to say this organization and its work has been carried on due to the assistance we have had from the Bureau of Mines and the assistance of the representative of the National Safety Council. If any gentleman wishes copies of our pro ceedings for the past two years he may have them by writing to me. W. E>. Keefer : I certainly do not deserve credit for the things Mr. Hall has indicated. The organization Mr. Conibear represents is abso lutely self-supporting. We only gave it our moral support. If that amounts to anything, anybody can have it. The regional conferences were pushed- by Mr. Colburn; some were started before even he got in the field. I wish to make available to you any of the facilities or aid we can during the coming year. Chairman Hail: The nominating Committee will now make their report. I will call on Mr. Boardman to make the report. John L. Boardman: -We wish to present this morning a recommenda tion that this section express its thanks to Mr. Hall for his very excel lent leadership for two^ years, and to say that we are not asking him to serve another year because we feel that we should not impose on him to that extent, and that we are assured that he will work right with us anyway, whether he is chairman or not. So we are not asking Mr. Hall to serve as chairman this year, but we have obtained the con sent of B. C. Yates, manager of the Homestake Mining Company, Lead, South Dakota. ---- Mr. Tilson served so many years as chairman and did so well that we felt that he should be again brought into the fold as first vice-chair man. In order to recognize the ability of some of our coal men, we recommend the election of C. A. McDowell of Davis Coal and Coke as second vice chairman. There is a section of the country which should be represented in the organization and which has not hitherto been represented,and that is the west, and we have placed Robert E. Talley, manager of the United Copper Company as third vice chairman. In order to balance the slate wit-h the coal and metal, we are asking you to elect A. W. Dickinson of the Union Pacific Coal Company as fourth vice chairman. We have lots of material for secretaries, but judging from past service rendered we could not do better than to nominate Dr. T. T. Read, Safety Service Director of the U. S. Bureau of Mines. R. N. Hosier (Superintendent Coal Mining Section Rating Bureau, Hitiri*! G30 Fourteenth Safety Congress Harrisburg, Pa.) : It I am in order, I move the nominations and recoi mendations of the Committee be accepted and the Secretary to cast tJ ballot for that motion. Cir.MKMAx Hall: Those in favor of the Secretary being asked to ca one ballot for these various persons, Yates, Tilson, McDowell, Talley ai Dickinson and T. T. Read, please say aye. Contrary. The Secretary w: please cast the vote. J. W. Keep: There is one thing on the discussion on rescue maneuvex I do not know whether it is a criticism or an explanation, but I a not see that the man who prepared those papers did have in mind wh to me is the most important in the rescue maneuvers and it is n mentioned at all in the paper, I have been doing a little hit of woi along that same line in training our rescue men, but I put only a sma part of my time on the apparatus end of it. I think the first year end your rescue work is really the important part of it, so- we divide oi training into three portions; outside on getting equipment togethe transportation in the^fresh air inside and the work of apparatus ere beyond the first year base. We have mentioned d:he limit on the apparatus as two hundred or thr< hundred feet and I believe not over one thousand feet under any co ditions, and most say five hundred feet; if that is true, how in the wor! am I going to get up there within five hundred feet before I use n apparatus,--so I think the fresh air portion of the training is an impo tant item and it should not be omitted in rescue maneuvers. Joiix L. BoAJmxrAsrrr. The fresh air portion of the training is indi pensable no doubt, but if you do not carry your training into almo actual service before you put your men into a mine fire or explosic you are liable to have trouble. A certain mining company, when v went there with a mine rescue car, the foreman or rather the superi: tendent said "Oh, what is the use? We never have a fire. This mine soaked with water from top to bottom." He did send mine rescue me for training and bought some apparatus, but he never took any pains 1 give the men additional training in smoke, never taught them what the should do to keep their apparatus in order and never provided any mear of inspecting the apparatus. Later on a neighboring mine had a fii and he bought four more sets of apparatus. About six years after i bought the second lot he had a fire, and he had some difficulty in gettin men to fight this fire^l The fire was in an isolated portion of the min and there was no reason why the mine could not have been operate during the fire if he had'had any help at all to use the apparatus, s he called on the Anaconda Company to help him out. We went ov there, three of us, and when we got off the train he said, "All I wai you boys to do is to show my men that there is no danger in wearin this apparatus." He slid they are afraid of it. We had taken our ow apparatus with us and ^wanted to go and see where the fire was first an see what we were up against. We went down to the level where the fii was and asked him if he would go in with ns. He said, "Well, yes, bi Mining Section 631 I would rather you take the shift boss in beeause he will be the man that has to do the work." We turned to the shift boss and asked him to go with us and he said, "Oh, no, not me. I was in there yesterday." Here is what happened. Those men had no additional training and had never been in smoke since their training six years before; they put on these machines and went in there and every one was rendered un conscious before they got out. Fortunately they got out close enough so people without apparatus could run in and drag them out one at a time. Another crew went in and they did not get to the fall just outside the fire before they were unconscious from the same thing, having on the same machines. W"e finally prevailed upon the superintendent to put our extra appa ratus on and he went in with us. We were in there perhaps an hour, saw conditions and came out, and you should have seen the look of blank amazement on the faces of - those on the outside when we showed up--it was really amusing. They never expected us to come back. We laid off and took his nine sets of apparatus and tested them out, found none in order, took them apart and got enough parts to make three good ones. The next day we profited by our showing up the day before and sue ceeded in getting three men to go in, but we had to sit down everj twenty feet to convince the three men that went In with us that we wen safe. ^ The" indifference of that superintendent cost the company four day: operation of his mine, in addition to nearly killing three of his men an< scaring the rest of them half to death. F. M. Cokrez-l: I believe on the line of fresh air training in apparatu work, that we have too many fresh air men. I found that in my oj periences in visiting mine explosions. As a rule we find a lot of men i training and willing to wear the apparatus on the outside, and I hav noticed them to run up and down hills, but when it comes to going int actual work there is a very small percentage. THURSDAY MORNING- SESSION The session was called to order at 10:10 a. m.. Chairman Hall presidin. Chairman Hai.l: I want to ask Wi-W. Adams of the TJ. S. Burea of Mines to tell us briefly in a few words relative to the statistics t! National Safety Council is collecting from its members relative to act dents and their nature and causes. W. W. Adajus: Probably many of you have noticed that the Nation Safety News, which Is published by the National Safety Council, pu lishes accident statistics each year for some of the sections of tl Council. Those statistics I think are compiled by the individual sectio: of the Council, but none of them so far published represent the mini! section. I do not think we should lag behind the other sections in this respe The figures show the severity rate and the frequency rate based the number of man hours worked, company by company for the differe GB2 Fourteenth Safety Congress members of the various section of the Council. As I see it, the coi pilations do not involve very much work. If the mining section desin the same kind of statistical service it would only require action by th meeting saying so and an agreement on the part of those who care - take part in it to furnish just three items each year; one, the numb< of man hours of work; two, the number of accidents--all lost time ace dents that disable a :man beyond the remainder of a day upon which tl accident occurred; and three, the number of days lost, using for tl purpose the scale advocated by the National Association of Industri; Accident Boards and^Commissions. , There is one thing JT have been asked to speak, on and that is the safe! trophy--Sentinels of Safety, which some of you have heard about. Tl trophy is to be awarded in 1926 on the basis of the accident experienc of the companies that are competing for it, covering the calendar yea 1925. There are three, trophies. One each will be awarded to the coj mine working underground, the metal mine working underground an the quarry or open pit mine. Metal mines and coal mines in unde ground operation must have at least fifty men employed undergroum Quarries and open pit mines must have at least twenty-five men employe in the pit or quarry. The trophy will be awarded to the mine c quarry having the lowest accident severity rate. The contest has bee described on many occasions before, both in the Explosives Engine* and through other channels, but I have been asked to call attention t the fact that the contest is going on. Up to date there aretwo hundred and seventy some mines and quarrie competing for the trophy. There are about six or seven hundred mine and quarries sending to the Bureau of Mines a separate report of eac! lost-time accident. ItTs these separate reports that are being analyze that will furnish the basis for determining the winner of the trophj All seven hundred companies are sending in the same kind of reports Something less than three hundred are competing for the trophy. A many more as want are welcome. The contest this year covers th calendar year 1925. ~ Cilmrmax Halt.: I think we should all cooperate with the U- Bureau of Mines in getting this particular information they desire am I think it would be well if "all the companies engaged in this competitioi for safety would aid aT great deal in increasing interest and the oppor tunlty should not be overlooked which would have that effect* CuAiiorAX Hall: I Would like to call on B. C. Yates, the newly electee Chairman of the Mining Section of the National Safety Council to som< forward. We would aTT be glad to see him and hear what he has to sa} to us. (Applause.) REMARKS OP B. C. YATES B. C. Yates: I wish to thank you first for the honor which was pui upon me, with perhaps duties and responsibilities that I will not like Mining Section 633 so well before the year is over. But just the same it is an honor to represent and act as Chairman of this mining section. I fully realize, I think, the great work to be carried on along the lines of safety in the mines of this country, and perhaps I did not realize my responsibility in the matter, but upon receipt of a very courteous little note from the Chairman, I began to realize some of my responsibil ities, and the only excuse I have to offer for not being in attendance yes terday afternoon was the fact that the sun was shining and the grass was green and* short and the! hazards were worthy of any one's mettle. I wish to assure those representing the coal industry that my being a metal miner does not mean all the activities will be confined to the metal mining. I appreciate all of your difficulties, I think, to a certain extent. As a boy I' played on the coal bank of an old estate in West Virginia, which is now the largest bituminous coal-mining state of the country. My company also operates in a small way a coal mine in Wyoming. It is'not more than an open pit, but then we are mining coal. There is one thing suggested in the talks yesterday in regard to rescue apparatus, that it seems to me is worthy of a little more study, and that is the unreliability of this kind of apparatus. Have we not talent enough in the mining world to perfect an oxygen breathingapparatus that is more reliable? I recognize the fact that the engineers of the Bureau of Mines have made great improvements since the first old Gregory apparatus we had at our mine; hut we have not reached the stage yet where we can say to a man who is perfectly familiar with the work to be done that he can put on apparatus and go into a gaseous place or smoky place and feel that he is perfectly safe. I do not think we have reached that stage yet by a long way, and I think that is the end Tor which -we should strive. Would it not be well for the members of this section to work along that line and see if it cannot be accomplished? The safety engineers of the various mining companies I think could lend a great assistance by practical suggestions, perhaps in conjunction with the manufacturers aud the engineers of the Bureau of Mines. Another thing, I think, this section could work for during this coming year, as they have in the past, I am sure, and that is one hundred per cent membership. I do not know how that problem is to be taken care of, but, at any rate, it should be taken up and considered seriously, getting every mining organization in this country to become a member of this section. Chairman Hail; The next item on our program is the address which should be delivered by Mr. A. W. Dickinson. Mr. Dickinson, as probably many of you know, is General Superintendent of the Union Pacific Coal Company. I will ask T. T. Read to brief this paper for us. so you may have the privilege of discussing it later. T. T. Read: This is the first paper of this session presented by a man who is not, and never has been, connected with the Bureau of Mines. I feel it is a drawback that so many of the papers of this section have been presented by then associated with the Bureau of Mines. The 634 ^Fourteenth Safety Congress reason is that the planning of the program was put up to the iwcrmj at a time when it was too late to do more than set oat the prap* in the easiest way, and. naturally I asked for papers from bob wlMm thought could and would present them. Another year Z hope Chao. i Bureau of Mines men will be on the program, because the beet way- mamtain interest in the work of the section is for every member contribute to its activities. The title of the paper Mr. Dickinson was asked to present irst* "Safe Practices at the Mines of the Union Pacific Coal. Company." As pri&b in the pamphlet it has been given the title "Ventilation Practices in tl Mines of the Union Pacific Coal Company," but the paper Itself wf safety practices. VENTILATION PRACTICE IN THE MINES OF THE UKIO PACIFIC COAL COMPANY IN WYOMING A. W. DicKinson, The Union Pacific Coal Company, Rock Springs. Wj When, in response to the call for a transcontinental railroad, t Union Pacific was built, one of the important needs was the developme of a fuel supply of proper quantity and qu'ality. The year 1868 saw t opening of the first coal mine at Rock Springs, Wyoming, and as the 1: of the Railroad ranTon, the fields, six in number, in operation at t present time, came into development and production. The six fields a Rock Springs, Reliance, Winton, Superior, Hanna and Cumberland, ; lying within a stretch of 250 miles along the region of the Union Paci Railroad in southwestern Wyoming. Located in these six fields are total of seventeen mines, ranging in average daily production from 4 tons to 2,000 tons, with a total average annual production of 3,000,0 tons for the past two7years. With mines operating in territory where the coal beds carry a cons erable quantity of methane, and with experience in the past which h confirmed the serious nature of the gas and coal dust hazards. The Uni Pacific Coal Company has exercised care in the conduct of mine venti tion for many years. In recent years, added impetus has been given the handling of the ventilation problem by President Eugene McAuli of The Union Pacific Coal Company. This attitude has brought abc marked changes in the positions taken by all of the staff toward t coursing and conduct of the ventilating current. The feeling at prese is, that "good enough" will not do. The underground workings mi have a strong supply of fresh air, and if the area is insufficient, oth openings are supplied until the need is met. If sufficient volume cam be supplied by the existing fan and its drive, proper equipment will forthcoming to remedy the lack. Crosscut and other stoppings, togett with overcasts receive close attention and repeated inspections. Supplementing the work of the Safety Engineer, the station of Venti tion Engineer was created in the spring of 1924. The Ventilation En neer chosen was a man of engineering training and long experience Mining Section - 635 the southern Wyoming field, through which he had been in close contact with the underground coal mine conditions of this region. His duties as assigned consists of: _ (1) (2) (3) Constant inspection of the ventilating systems of all the mines. Study and control of any agency which may result in the ignition of gas and dust. Study and control of fire areas in mine workings. (1) The ventilation engineer is charged with the duty of patroling the ventilation system of all the mines. This means that he is entirely familiar with all air courses, both intake and return, together with the overcasts and approaches. It is his duty to recommend and follow through to completion, such changes in the conduct of the air as will permit of the greatest volume being passed with the least friction. In connection with this work, it Is also considered of prime importance that the air he coursed up to the working faces, and that' pollution from abandoned areas which give off depleted air and carbon dioxide be reduced to a minimum. In checking the content of the atmosphere in mines, the engineer uses a set of sample tubes, together with a Burrell portable gas analysis Apparatus. (2) In the study and control of agencies which may result in the ignition of gas and dust, the ventilation engineer is particularly careful in observing, and when necessary, directing the control of methane present in the atmosphere. It is a first principle that there shall he no standing body of methane; also that there shall be no agency such as the arcing of electrical apparatus, or the presence of open flame of any sort which may result in the ignition of either methane or coal dust. The presence of coal dust, in which the ash or non-combustible content Is low, is considered as a hazard and dealt with accordingly. (3) In the study and control of fire areas in mine workings, the venti Iation engineer .carefully inspects all stoppings and draws samples oi the atmospheres of the_sealed off portions, making analyses by means ol the Burrell apparatus. This work is considered as important, hecaust it develops information on what is taking place in the sealed off portions of the mines, indicating the increase or decrease of oxygen in the resi dent atmosphere. It will be understood that an increase in the percent age of oxygen in a sealed off fire area tells the engineer that fresh air i! being supplied from some point, whereupon he exerts every effort t< locate the source of fresh air and seal it off. Likewise, the presence o an explosive mixture of methane and oxygen in a seal off area is : matter to be dealt with by the exercise of extreme care. Quarterly Inspection Made at Each Mine For the past year, at the suggestion of President Eugene McAuliffe o The Union Pacific Coal Company, a quarterly inspection has been mad' at each mine by a committee consisting of: 63C ,Fourteenth Safety Congress 1. A member of the United Mines Workers of America, chosen and paid by the local union. 2. A member of the United Mine Workers of America, chosen arrd paid by the mine superintendent. 3. The Safety Engineer of The Union Pacific'Coal Company or his representative. These quarterly inspections have .brought out some points which w constructive and in which remedies have been applied. They also hj the value of creating a feeling among the men employed in the mir that they have a direct interest in the promotion of the safety progrc and there is no question but what this manner of inspection has resul to the benefit of the properties. Certainly no harm has been done the carrying out of the inspections, and recommendations of the comr tees. In the support of the safeguards and safety provisions taken The Union Pacific Coal Company and their employes, it is clearly ii cated that the majority of the men approve of the program. There hi been several cases-in the past three months where wrong-doers hi been reported and punished through the agency of their fellow workm One means taken to promote the safe conduct of the ventilation and other underground practices, is the employment of one man in each m known as a safety patrolman. This man reports to the foreman of mine, and it is his duty to patrol all working faces on working d seeing to it that men do not work under dangerous conditions, that lo top and loose face coal is properly cared for, that clearances are obser and that the general safety standards prepared by the Engineer Standards for The Union Pacific Coal Company, together with the sal rules, are carried out. On idle days, the safety patrolman covers the courses and works on the placement of sprinkling devices, shale d and the shale dust barriers. Supported by the coal operators of Wyoming, the State Mining Dep ment was strengthened by a statute enacted at the last State L.e lature, and now consists of one chief, and two deputy inspectors v salaries commensurate with the work performed. The office of the M Inspection Bureau lias been opened at Rock Springs and the inspect are very conscientious in the work which they are doing in the < mines of the state, The Union Pacific Coal Company also has requested and recei inspection service frbm the United States Bureau of Mines- The Bur of Mines engineers make quarterly inspections in mines operated Federal leases, and all Bureau of Mines men and activities are at times welcome. Many requests made for information from the Bur of Mines have beerfanswered promptly, and the information has alw been of value. --. At each of the seventeen mines, a Bristol recording vacuum gaug placed in the return" at the ventilating fan. The charts on these gav are changed every morning before the day shift enters the mine, mine foreman assuring himself of the constant operation of the fan Mining Section 637 sequent to quitting time, on the previous night. At mines generating methane, daily readings are made of the air volume on each split and weekly reports on air volume and water gauge are furnished from each mine. Seventeen Mines Now on Closed Lights For the past nine months, all of the seventeen mines have been on closed lights, no open flame being underground other than that contained in the standard gauze safety lamps carried by the mine foreman, assist ant foreman, safety patrolman and gas watchman. No smoking is per mitted around the portals of the mine and no smoking materials or matches' are permitted underground. Shale dusting is being thoroughly carried out in all of the mines, a central plant for the fine grinding having been erected at Rock Springs. The dust is reduced to 85% through 200 mesh, sacked at the plant and placed in the workings by means of blowers built in the local shops. These blowers consist of a direct connected. No.. 3% Buffalo Forge Company Blower, driven by a 1% H.P. motor, running at 3,450 R..P.M. This develops a 5 oz. per square inch pressure, equivalent to better than eight inches of water gauge. The dust is fed from a hopper into the discharge pipe of the blower. Dust barriers of the standard -*V" type, consisting of sixteen troughs,- made of 1x8 in. lumber extending to a little short of the width of the entry, are installed at the mouths of all panels or cross entries, between panels, and on slopes between cross entries. The wetting down of room faces, roadways, empty and loaded cars is carried out.. The program also calls for water on the cutter bars of all mining machines. Permissible powder and electric detonating caps are in use to the exclusion of any other form of explosive. In connection with the use of electric caps, it has been demonstrated that the first delay caps, when used in the firing of a round, result in a saving In powder and an increase in the production of lump coal. Cushioned shooting is also encouraged and an explosive engineer is employed to follow up the shooting practice, with the purpose of keeping the percentage of lump at a maximum. Close attention is paid to the construction of Overcasts, the ventilation engineer watching the manner of construction and the area allowed. Stoppings are made of concrete; also of double rock wall with dirt pack in the center. In room crosscuts low priced jute brattice is used to stop outside crosscuts and carry air to the actual working face. In the plas tering of stoppings necessary to carry a maximum percent of air to the working face, a new mixture has been developed since the use of shale dust became general in the mines. Stopping plaster now consists of a mixture of three units of sand, three units of shale dust and % unit of Portland cement. This mixture does not" crack and is considered by everyone to be a real discovery. The rule for standard required by the ventilation engineer, is that 75% of the volume of air read at the intake of an entry be conducted through the face crosscut. This requires the very best of stopping practice. It has been found that in going over the 638 -- Fourteenth Safety Congress many stoppings, which it is necessary to maintain in old mines, 1 cement gun does very good work and at low cost with the mixture sand, shale dust and cement mentioned above. Guniting is also pr ticed in air courses and in air shafts. The new standard on air sir practice provides that shafts be of circular cross section, twelve feet diameter in the clear. It will be found, that it is much easier and 1< costly to maintain such a shaft. Safety Work Has Reduced Accident Rate Materially The safety department has found that the accident rate is rery e terially reduced by the instruction and interest created through first 3 and mine rescue work. The majority of the employees of this at the present time have taken such training,- and in the hiring of wA tional men, weight is given to the fact that an applicant has had fi aid or mine rescue training or both. The Bureau of Mines rescue <3 come into the held once each year, spending at least two months fa 1 encouragement of the work, and in preparation for the southern Wyoai first aid and mine rescue contest which is held early In August. 3 from which the winning team proceeds to the national meet A large number of trained teams are available at the Union mines and good apparatus is kept in first class operating condition. 1 Union Pacific teams are very proud of the fact that some among th number have been the first in at the last two explosions in Wyrmii Careful organization has been carried out in the arrangement for mei Ization of mine rescue teams in the event of a call in the Rocky Mo tain region. The working places of all mine rescue men are indicated the mine foreman's offices on surface, and haulage men are under instr tion to immediately notify the apparatus men when a call is sent < from the Superintendent's office. In conclusion, it is proper to say that the improved ventilation a safety practices of The Union Pacific Coal Company have paid and p generously, not only from the most important, the humanitarian sta point, but also in cold hard dollars and cents. The carrying on of 1 work has bred a very agreeable relation in the entire body of employ to the great encouragement of everyone concerned. SAFE PRACTICES OF MY COMPANY William Conibear, Safety Engineer, Cleveland-Cliffs Iron Company, Ishpeming, Mich. Mine accidents are usually charged to hazards of the industry and negligence of employer or employee. The best data concerning 1 causes of industrial accidents of all kinds in Germany, where they h* been given considerable study, show that about 58 per cent are due negligence and 48 per cent to the inevitable risks of employment- A dent prevention, therefore, involves the elimination, so far as possil of dangerous working conditions; the employer must regard the sat Mining Section 639 of his workmen as a prime and fundamental consideration, and the em ployee must be taught that in order to avoid injury it is essential always to observe careful habits and safe practices. In the operation of deep mines there are many hazards that cannot be wholly eliminated and if is the policy of the Cleveland-Cliffs Iron Com pany to assign to competent men the responsibility of supervising the equipment and working conditions where those hazards exist. These men are required to make written reports of their inspections, which reports are first delivered to the mine superintendent, who sends them to the central office of the company where they are carefully examined and recorded by the safety department. These reports are as follows: Mine Inspection Reports 1. Daily inspection of hoisting cables and cages. 2. Daily report by cage rider. 3. Weekly inspection of hoists and overwinding and slack rope de vices. 4. Weekly inspection of cage and skip roads. 5. Weekly inspection of ladderways and shaft stations. 6. Monthly test of cage catches. 7. Quarterly inspection of electrical equipment. 8. Quarterly inspectionTof fire-fighting equipment. Regular safety inspections of the mines are made by a Safety Engi neer and safety committees, whose reports are submitted to the general manager. Copies of these reports are sent to the mine superintendents and also to the president of the company. The following inspections come under the personal supervision of the safety department. General Inspection Reports 1. Monthly inspection of mines by the safety engineer. 2. Annual inspection of mines by a committee of superintendents and captains. .3. Annual inspection of mines by a committee of underground foremen and bosses. 4. Annual inspection of surface equipment ancl appliances by a com mittee of three, consisting of a mechanic, an electrician and a surface foreman. 5. Annual inspection of mines by committees of workmen. Tbe U. S. Bureau of Mines recently published statistics which show that 71 per cent of the total number of fatal accidents that occurred at the metal mines of tbe country from 1911 to 1923 inclusive were caused by falls of rock or ore, explosives, haulage equipment and falls of per sons. The safety practices that have been adopted to reduce accidents by these hazards are as follows: Falls of Rock and Ore 1. All mining methods must meet with the approval of professional and skilled men in authority. 640 Fourteenth Safety Congress 2. The number of underground bosses was doubled to provide for mo frequent inspection of ground and working places. 3. Foremen, bosses and miners are instructed that Llie inspection ground is one of their most important duties. 4. Timbering must be such as to provide safe traveling ways a' working places. 5. Timber must always be available and convenient for immediate ui 6. No delay is tolerated in reinforcing or replacing timber whe ground gives warning of impending danger. Explosives The company adopted the regulations and recommendations for the u of explosives which have been issued by the Bureau of Mines and by t explosive manufacturers. As mining men are familiar with these practie it is not necessary to list them in this paper. Haulage Equipment 1. Shaft stations and .haulage drifts are illuminated. Lights are ke at switch points and chutes. 2. Safety switches and derails are provided on all levels where trac lead directly to the shaft. 3. Haulage cars ,are equipped with automatic couplers having ext deep jaws to prevent the couplers from riding over each other. 4. Knife switches are installed in trolley-wire system to cut off crent. Switches are kept in padlocked boxes. 5. Trolley wires are installed at a height not less than 6 feet abc rails. 6. Automatic switches are placed in trolley wire where ground heavy and there is ^danger of wire coming in contact with timber. 7. Trolley wires are guarded at chutes and stations. S. Only members j>f a locomotive train are permitted to ride. 9. Both ends of a locomotive train carry a light. 10. Underground haulage is suspended when miners travel to and fri working places. ___ 11. Walking on top tram trestles is prohibited when cars are operat Falls of Persons 1. Passageways to~ shafts, winzes, raises and stopes must be protect 2. Trestle floors, sheave stands and platforms must have guards. 3. Ladderways of 60 degrees or more pitch are cased in. 4. Ladderways in raises are cased from timber slides. 5. Underground ladderways have sollars at intervals of not over to 30 feet. 6. Grating is put jn chutes 10 feet or more deep. The opening tween bars must not extend 10 inches. 7. Safety belts are provided for men who repair raises. 8. Riding in open icage or without cage rider is prohibited. 9. Riding on edgel of bucket or skip is prohibited. Mining Section 641 The loss of life and property by mine fires in recent years has been great, and the company has adopted the fire prevention and fire-fighting measures that have been recommended by the Bureau of Mines, the National Safety Congress and the American Mining Congress. The stand ards that have been adopted for the safety of men and for the extinction of fires are as follows: Fire Prevention and Fire-Fighting 1. Downcast shafts and timber-tunnels are fireproofed. 2. Combustible material is not stored near shafts on surface or on plats underground. 3. Buildings within 25 feet of the shaft on surface are made fire-proof. 4. Shaft houses contain as little wood as possible. 5. Fan and pump stations are fireproof. 6. Electrical installations are supervised by a competent electrical en gineer. Temporary work is not permitted. 7. Surface fire appliances conform to the municipal fire department's regulations. S. Fire extinguishers, fire hose, fire pails and a supply of water are provided underground. 9. The location of all surface fire hydrants, fire hose and fire extin guishers are shown on a map, which, together with instructions as tc what to do in case of fire, is framed and copies are placed in cohspicu uous places. 10. Fireproof doors are erected at all levels close to all shafts, ar ranged so that they can all be simultaneously closed from any plat oi entrance or on surfaced Notices are posted stating when fire is discovered it is the duty of an: employee in a mine, without waiting for orders, to close the fire doors 12. The second outlet of a mine is clearly marked and men are traine< to follow it. 3 13. A stench system of fire alarm has been installed. 14. At each- mine sl_ fire chief has been appointed, who takes charg of all rescue or fire-fighting work until relieved by the mine captain o superintendent. 15. Fire fighting plans are prepared by the mine superintendent, bu are subject to the approval of a committee on fire-fighting equipment an the Central Safety Committee. First Aid and Mine Rescue Work The company has consistently carried on a system .of training en ployees in first aid methods and mine rescue maneuvers since 1911, i accordance with standards that have been recommended by the Burea of Mines. A foreman devotes his entire time to this work and under h: supervision teams are trained monthly in both first aid and mine reset; work. Inter-mine team contests and exhibitions are held, which usual] are judged by the company's physicians. Advantage is taken of the o portunity to receive additional training from the Bureau of Mines. Oi 643 Fourteenth, Safety Congress " --t aid and mine rescue men are proud to receive the government's cei tificate of competence. Rescue stations, equipped with approved type a apparatus and other essential appliances, are maintained. First aid sui plies are kept in surface buildings and at shaft and pump stations undei ground. Many employees carry a metal first aid kit. Monthly report of the training and equipment are made by the foreman. Cooperation of Employees To attract and hold the interest and cooperation of employees in safet practices, the following methods have been used: 1. A rule book is given to every employee. 2. Special rules are given to hoisting engineers and locomotive opei ators. --- 3. Rules governing the use of explosives and the operation of hoist and locomotives are posted in conspicuous places. 4. Employees are ^regularly examined as to their knowledge of th safety rules and their willingness to obey them. 5. Enameled danger signs are posted throughout the mines. 6. A. school of instruction in mining methods and safety practices fc foremen was conducted for several years. *- 7. Awards have been given for practical safety suggestions. S. Employees of mines, having the least number of accidents, hav been given prizes. 9. Large and small bulletin boards are posted with the. Nations Safety Council's safety bulletins, descriptions of preventable accidents comparative mine records and other safety suggestions that attract attei tion. 10. Cards, labeled with safety warnings, have been, given to all en ployees with due bills or pay checks. 11. The company's safety calendars have been given to all th employees- -- 12. Copies of the National Safety Council's calendar are posted i shops, engine houses and drys. Fatal Accidents All fatal accidents are investfesated and reported by the superintended, who is in charge of the mine or {dam. where a fatality occurs; by a cod mittee of superintendents and by the safety engineer. Their reports ai submitted to the general manager and alwo to the president. Central Safety Committee This committee consist* of twelve members and meets monthly, discusses and consider* all accident* and matters of safety, the exped ency of which demand* d&sctHMden or give* rise to differences of opinioi As soon as a recommendation of the committee is approved by the genen Manager it must be enforced. Mining Section 64 Inspection by Visiting. Officials The company's mines have always been open to representatives of th Bureau of Mines, the National Safety Council, mining companies an other organizations that are interested in accident prevention. Man practical recommendations have been received from these men whe visiting the properties of the company. Suggestions tending to bette work, or better appliances for the promotion of safety, are alway welcomed. Accident Record Fourteen years have passed since the company started its campaig to reduce accidents, and the question may be asked "what progress hs been made?" Fatal accidents have been reduced more than 50 per cei but not as much success has been attained in preventing slight and sei ous accidents. An appointment of.a committee at each mine to inves gate and report upon all lost time accidents, other than fatalities, is nc under consideration. Furthermore, it is appreciated that more drast action should be taken with men who fail to observe safe practices are negligent in their work. DISCUSSION OF MB. CONIBEAR'S PAPER B. C. Yates: Our organization is much simpler than his. The Pre dent of the Company is acting director or manager and very selom vis: the property. I amr the superintendent of the property. My work more on the order of general manager, and if 1 favor safety measui they are usually put into effect, and I certainly do favor them. We have a . safety Organization consisting, first, of the central co mittee, composed of the heads of departments, together with the sup intendent as chairman and the safety engineer as a member; we ha a working man's committee, selected by the men themselves; we ha difficulty in getting bur working man's committee to feel free to ma suggestions.. -I think we are making some progress along that line. ] advice to them is this: That no man shall be reprimanded or lose job because he makes a suggestion for a change in working methods improvements along safety lines. We have dismissed a large number shift bosses because of using abusive language to the men. We cam overcome it. Men working under ground are rather rough talkers a: way, we all know that. It is very natural for one man speaking to partner to call, him a name that we would not probably use, especia before ladies, but they talk that way, and the shift boss (we select < shift bosses from the men as they advance in efficiency in mining), they have learned toT talk that way also and keep it up, but as soon the man becomes boss then the men resent that language from h They do not resent it from their partner, but they do from the b< That has been one of our difficulties, in getting the boss to understa They have to understand--anyway, if the offense is serious enough t! can dismiss the man. at least send him on top, so it is not necess 644 Fourteenth Safety Congress to use abusive language. All be bas to do is give his orders, and they are not obeyed he has other means of securing obedience. We find we have difficulty with careless men who do not feel as thou we have instituted the most safe methods of mining, although we attemj to do so. We are trying to do our part in furnishing safe places f< men to work, and favorable conditions under which to work, but v have trouble with careless men. We find after holidays our accidents are liable to increase the ne: day. I do not think'there is any more moonshine made in the Blac Hills than anywhere else. However, we do notice the increase in act dents. In fact, we are in constant fear all day long of hearing tl accident whistle after a holiday. That means that a man's physic; condition affects his Work. As far as putting into effect safety measure we try to put into effect every suggestion received from a man if it practical at all. At least we try it out. and most of them are practice A. A. Bowden (Range Safety Inspector, Pidcands-Mather and Cor pany, Ironwood, Michigan): I do not know that I could say anythir that would not be a repetition. There was one phase of Mr. Conibear's fire prevention work that I t not quite agree with and have not been able to get our people to see i the same light--and that is the matter of any employee who may happc along at the time of a mine fire being permitted to dose fire doors. He said up there these doors are all arranged so they can all be close at once from any one"of the central points and it is the duty of the firs one going: along to close them. I think each different mining operatic presents its own security or problems along those lines, and that is pretty broad way of handling it. I would like to hear some discussic on that phase of the paper. Wn.xjLA.3j: Coxibeab: I will state our position. I am not recommenIng it. In deep minesT it takes a long while to carry all the men to tl surface. We hold that the main hoisting shaft should be fire-proof an down cast. It should always be a safety avenue to the surface. In cas of fire our first concern is getting the men to the surface as quickly i possible, afterward the extinguishing of the fire may be undertake! When closing the doors you eliminate the possibility of smoke reachin the main hoisting shaft. .The men at various levels, can then retres as rapidly as possible to the shaft. A man can push these doors opei On each side of each of these doors is a red light. The only objection have heard is a possibility of a locomotive train in contact wit the door at the time it is closing. Each side of the door is a red ligh and as the door revolves the red lights are exposed. The locomotn operator going slowly, the chances of accident are thereby reduced. If you delay closing the door until an authorized person ha t>ec reached it may be too late to cover the purpose intended. That is jus our practice. -- B. C. Yates: We have a problem that is giving us considerable worr; created by the installation of a large exhaust fan for ventilation pu Mining Section 64 poses. We have had two fires in the Homestake Mine, and I think I cs - say positively that no loss of life has occurred due to the fires thei selves. We had two men in the last fire overcome by gas who had be< sent by a shift boss through a drift that was not supposed to be usi during the fire; in fact, orders had been given not to use it, but spite of that order, these men were directed to go through the dri: and not knowing where they were, they were overcome. The problem is this: Our mine has been worked years past from t] surface down, and a large open cut has been created to which the low level workings are connected by raises, cave stops and fill stops, so th the natural ventilation of that mine is up through that open cut. i much so that when a fire starts in the timbering underneath the op cut or anywhere in the neighborhood of the open' cut,-it is impossil to seal it off and stop the circulation to put out the fire that way. T Bureau of Mines could probably bear us out in that statement, becau they worked conscientiously for a number of days trying to do tl very thing, and we found the only method was to flood it. When we put in our exhaust fan, that; of course, changed the curr< more or less and the air has gone down in a good many places throu the open cut, and then through the shafts and other openings and tb through the exhaust fan and then up, so when we get to thinking ab< the possibility of another fire starting in this timbered area, the exhai fan running, we would naturally draw the gases from the fire, gas a smoke from the fire, to the workings and the men. In order to as guard the possibility of overtaking the men before they could get the shafts and out, we have given this order, published them and h them posted,--that any one notifying the sub-station which is the cent electrical station of the workings and have complete control over starting and stopping of the fan and can be done from the sub-station anyone notifying them that there is a fire in the mine, the fans m immediately be shut down and not' started again unless the mine f< man, as we call him, more properly the mine superintendent, gives order. If he is not present on the works, and cannot be found, then o the superintendent or assistant superintendent can start the fan. Previous to our operation of this fan we have had no trouble at wc ing in or around a fire for several hours and sometimes days, with any danger to the men; in other words, the gases went up through broken rock and out into the open air. But we know now, or feel x this condition has been changed by the installation of the fan. I giving this to you and if you have any suggestions to make to us, would like to receive them. J. W. Reed: I do not know if I quite catch the idea of that mine, I. believe I do, and I doubt very much if the stoppifig of that' fan cold weather will materially stop your ventilating current. In ws weather, of course, it should be effective, but as I see it your air will coming down on the cut and going up through the working; in < weather your upcast will be warm naturally from the mine and 646 Fourteenth Safety Congress other will be chilled In the direction the air is traveling, and I wouli not be surprised if you will find that experimentally during a very cob day, X mean auer cold weather has set in so the intake side is pretty weJ cnilled off. that you will find the ventilation will be very active wnethe the lan is running or not. 1 would feel if I had a condition of that kind that 1 would want a fire door or something that would stop that ventiia tion when 1 shut the fan down. WuxiAM CwMoan: Probably I should say we have discussed this ver; thoroughly, but it is a big problem. In my report I have called atter tion to the tact tnat the superintendent of each of our mines works ou procedure in case of mine lire, a certain safety committee approves o that, and that is the man which must cover an operation in case of ; mine nre. in short, each mine has a problem to itself, and it is up t< the general manager and associates of that mine to solve that problem 1 would like to ask a question. In the opening address you compare! our accident statistics -with those in England. I would like' to ask you o: Mr. Head, understanding our conditions, the fact that we always hav< and aiways will work efficiently and possibly safely,--efficiency and safety both should go hand In hand, but we all know increase in speed mean: more liability,--nobody reaps the benefit of efficiency more than Americai workmen; 1 would like to ask, in view of these facts, what do you gentle men consider the objective that we should reach, the practical objective not the ideal objective? Is it the low frequency rate oC Great Brita.ii as the possible objective, or should we feel that we are getting fairlj good results at a higher rate than their present rate and a lower rat* than ours? For instance, the fatality rate in metal mines is thre< thirty fatality. Would you consider the two fifteen er half rate desirabh goal and a successful goal? T. 7. Re.u>: The question Mr. Conibear Mkc i* <oe of fnndamenta importance, but is one to which relatively Mk attention has beer given. I will try to make my thought on the subject eiear through tin ue of a simple illustration. Consider the mining of a million tons of Utttsths coal as a job oi work to he done, just as the building of this hotel was a job of work The oohtke# under which the job is done will affect the number ol fatalHie* that occur In doing it, and the mining of a mitttou tons of eoa. uJKhr the conditions which prevail in Pcnnsjlrtsa. in Illinois, and ir Utah. wttl seesemafety result in a different number <o fatalities, because rbe etNuditien* are different. Let us ignore the conditions for the moment and cwHtetn*e on the job of work. sSupppse that under a given set of conditions you mine a million ton* of coal with the expenditure of two million man-hours ol labor, which is about the average for the United States. Suppose alsc iha* there were 4 fatalities in mining the million tons of coal, which is a little larger than the ten year average (1914-1923) for the United States. Nov further suppose that through reorganization of your mining operations and the greater use of machinery you are able to produce Mining Section 647 that million tons of coal with the expenditure of one million hours oi labor and 3 fatalities^ From the standpoint of society you have made a big improvement; you have saved half of the human effort and saved on life out of four. On the other hand, if you look at it from a statistica' standpoint, you have made a 50% increase in the fatality rate in mining because you previously had 4 fatalities in two million man-hours ant now you have 3 fatalities in one million man-hours. In England they produce a million tons of coal with something like si: or seven million man-hours, and their working day is shorter than ours so that when we compare figures based on one thousand 300-day workers they have a considerable advantage as compared to the man-hour basis On the one thousand 300-day worker basis their fatality rate is abou one-third of ours in this country, but on the fatalities per million ton of coal mined, it is about 15% greater. Here again we have these tw different ways of looking at the matter. It is perfectly possible to sa that we produce a million tons of coal with less human bloodshed tha they do in England, and it is equally possible to say that our fatalit rate per one thousand men employed is much greater than theirs. The prinicpal difficulty is that we have no standard to measure fron It is possible to find put what the fatality rate is in Ohio and Utah, fc example, but I do not know any way in which we can determine whethe under the conditions prevailing in Utah, their rate Is high or low i compared with what might be expected under the conditions. A simp illustration is that Of two boys in college, one of whom gets a mark < 90 and the other a mark of 80. It is easy to see that one boy got a mai 10% better than the other, but it is almost impossible for anyone to 1 certain as to whether those marks represent the relative ability of tl two boys. The one who got 90 may have, through special effort, made < unusually good showing, and the one who got 80 may have made a bs showing, and the two boys may really have about the same ability. C the other hand, the boy who got SO may have made an especially go< showing, and the boy who got 90 may have made a poor one, not havii tried as hard as he could, and the difference between them in ability m: be greater than 10%. One- may have an opinion about such things b It is hard to get any definite information. I, therefore, think it is not useful to try to compare the accident rat of different countries! with the idea that jthey show the relative amou of success they are having in preventing accidents. There is me difference between the fatality rates in the different States in tl country than there is between the average of this country and the av age of England. There is also a considerable difference between t fatalities in the different mining districts in England, and it does i seem to me worth while to waste much time comparing countries districts with each other, but rather to concentrate our attention on wl improvement can be made under the conditions that prevail in a giv district. -- J. T. Ryan- (Vice-President, Mine Safety Appliances, Pittsburgh, Pa 648 Fourteenth Safety Congress I think we are accomplishing the same thing you are trying to aceom plish in Great Britain, I say attempting, because they have not accom plished It. I will Illustrate that by an occurrence last spring. We hat some British mining officials over in this country on an inspection trij down in West Virginia. We had not had a very good record for a coupli of years, so we developed this slogan--"This year a million tons for i fatal accident." Those Englishmen thought that was almost criminal It was not, because if they produced a million tons per fatality that yeai they would have had a record of about four times better than what it hac been the previous year. Using that simile again that Mr. Read mentioned about building thii hotel, does it really make any difference whether in attempting to builc this hotel in a month that we have two fatal accidents in the construe tion of this hotel, or whether you take your time and spread the con struction of this hotel out over a year and kill those two or have those two fatal accidents? I had the opportunity of visiting the English and French mines twe years ago and I was under the impression of course that they had a inuefc better accident record than what we had, and I was quite anxious to find out why it was. If you base on number of per thousand employees oui record looks bad. On the other hand they are beginning to get concerned about the fact that it is based on tonnage and that is what they are trying to get out as coal. Our record is better than theirs, and the first six months of this year it is considerably less than the British record and a lot better than the French record when you base it on tonnage I do not say that is the proper thing to do but I do know they are doing some things over there that we could profit by. And that chart--I am sorry Mr. Ball stole it--but that chart brought that out very forcibly. ^You all saw that chart, the red lines representing --Mr. Read saw It over there a while ago but I can not see it--the red lines representing the! total fatality, you notice has gone up pretty rapidly. I Now the British record representing all fatalities over the last twenty year period has gone down gradually; that Is they made a slight reduc tion per thousand employees, but if you place it on tonnage it has gone the other way. But their fatality rate for falls of roof of coal has not gone down hut has gone up slightly in the last ten years so that those two lines, if you put the British lines on that chart it would be practically the reverse of ours. Why is that? That is not because they have taken several other classes of accidents, such as from explosions of gas and dust, take that classification', they practically eliminated that. As an illustration, last year they only killed thirty-five men from ex plosions of gas and coal-dust, whereas we killed something like fifty; and they have a million men employed under ground as compared with about five hundred thousand, speaking of coal mines only. Take the classification of explosives. Last year, I have reported in the anthracite field, thirteen per cent from the use of explosives, represented  m*ami:-jn:^zr..:.^^aFrilliMiifftittililiniwillS Mining Section 649 thirteen and one half per cent of all their fatalities; in Great Britain it represents only about two and one half per cent. They have a lot more regulations than what: we.have. They have endorsed their regulations regarding the use of explosives and precautions against explosions oi dust and gas so they practically eliminated those two classifications but they have not solved the big hazard and that is from the falls of rool of coal. They are as much concerned about that as we are; but if w would do the same as Great Britain has on the other two classification: we would reduce the peak. Of course there is such a thing as over-regulation. They have dom that in Great Britain, I think. Mr. Conibear brought up a good point whether we want to follow their standard or whether there is not j happy medium somewhere between. I think there is, because by over regulation you cut down your production and that requires a whole lo T more men under ground to do the same amount of work and produce tin same tonnage. - T. T. Read: Mr. Ryan has inadvertently given you a wrong impres sion about the chart that was on the wall yesterday. The red line on tb chart was not a fatality rate by years, but was the ten-year averag plotted by States, and, as you will remember, it sloped upward from th State with the lowest fatality rate on the -left to the State with th highest fatality rate on the right. When you plot the fatality rate pe one thousand 300-day~ workers by years, you will find that the curv sloped downward from 1911 (with some irregularities) to 1920. In 192 it began sloping up again, and in both 1922 and 1924 was above th initial point in 1911. "Records so far this year indicate that it .will slop down rather rapidly in 1925. J. T. Ryan: You say it came down gradually after 1911. 1907? How abou T. T. Read: There are no complete records prior to 1911. J. T. Ryan:' 1907 was about the peak. T. T. Read: The curve started down in 1931. Most of the increas in fatalities 1920-4 was due to explosions of Coal dust and gas, althoug part was due to nearly every one of the other causes. John L. Boakdiian':" There are a number of men representing a min ber of different localities and different branches of the mining industr and each one has a particular thorn or thorns in his side. I think ti proposition of this section is to prevent mine accidents and that on program should give answer to some of the questions that arise. Not in my own case, we. Tiave two diseases which cause our accidents oi there in Butte,--one is jim-jams and the other is miners' dropsy. T1 jim-jams injure fingers and the miners' dropsy injure toes. Combine tl two diseases and they cause' fifty-five per cent of the total accidents. R. V. Agetow:' Mr. Conibear brought out one thing which was very i teresting, and that is this workingman's committee, and which is takir the interest of everybody all over the country. Each district has its own problems and we solved ours in a rathi 650 _Fourteenth Safety Congress novel way. Mr. McNeeley and Mr. Geissing who are here with me froi our district have two of the best examples of that particular metho .Everybody likes to play. H. W. Giessixg (Safety Engineer, Commerce Mining and Royali Company, Miami, Oklahoma.): Our safety work is young. We ai juniors in this work, having gotten started last year. We have doi some effective work, and yet we are trying to do a good deal more evei day. We have a chart being made, to be posted at our change houses i the various mines: oSe is a monthly chart and one is a daily chart. "VN have the silver and gold stars, and we place a silver star each day c the dally chart where the mine has gone without the lost time aceider If we have a lost time accident we place a red star on the chart. Th will in a good many cases lead to a discussion of the miner himself wl is sitting eating his lunch, because this chart is placed where he can s< it every day. and anytime the men are congregated in the change hou. or for eating it is quite a subject for discussion. We have a monthly chart which registers whether or not each min' had a lost time accident. This chart shows each superintendent wli the other superintendents have done the past month, just insofar as whether or not they have had a lost time accident. We have these char up at the twelve different properties at the present time. We have goi further just recently and compiled statistics each month, showing tl superintendent, he is directed to show ground foreman the number accidents he has had during this month, the number of shifts lost di to accidents, and his rating compared to the rest of the mines. The statistics are all on the one sheet: each superintendent and ground bo can see what the other fellow has done. This creates quite a little i terest, and we have the interest aroused so that we have, had super! tendents and ground_bosses actually deny liability for the fact that th particular accident happened at the mine, trying to tell us that the ms had this injury or had this trouble prior to the time he came to the mir They have gone that far in a good many cases and we have had to sett some serious arguments. We have a Kangarw Court at a good many of our properties. It is delicate thing to start. We have one very effective court at one of tl properties, however. Each man is an accident prevention engineer. I does not tell the ground boss, but he tells the prosecuting attorney, w] is elected every two weeks, of any carelessness or any conditions th may cause accident dr"brought about by any individual. This is broug up in tbe Kangaroo Court which meets every Wednesday. These men a given the time by the company, which is usually thirty minutes in a dition to their regular eating time at noon. We also allow them if th finish their court In less than an hour, to take this extra ten or fifte> minutes, occasionally twenty or twenty-five minutes on Saturday, ju get off that much earlier. We find the Kangaroo Court method is ve effective and the ground boss is earnestly behind the proposition. Fkaxcis FEEiiax: I revert back to the Important proposition that i Mining Section 65 were considering a short time ago, of the method of calculating ou accidents, in this country in comparison with those of foreign countries I want to tell you that the million ton proposition in this country wa used by state mining departments, the heads of mining departments t cover up the enormous loss of life. The result in our mining industry compared with those of foreign countries, is about the only alibi tha was left as a form at excuse for continuation of the loss of life in th mining industry of this country. It is the most ridiculous basis upo which to make a comparison that I can think of, in view of the fact tha in Great Britain and other European countries the veins are small an in this country they are on an average from two to three feet higher The production capacity of the mines is so much higher in this countr than in European countries, and is due, not because the workingma here does more work than they do in European countries--I came froj over there, and while a mine worker, on a visit back to England an Scotland I made a particular study of the mining hazard, and I tell yo that they have established their record in Great Britain and the sanr is true in other countries, by direction, proper direction of the minin operations. And let me add this: Mr. Ryan states they have eliminated expl sions, gas and dust explosions almost completely in Great Britain an they are turning their attention to the main cause now which left, which is falls of roof of coal, which is about four times lower tha in the mines of this country. T. T. Read: No. That is not correct. The death rate per thousan three hundred, day- workers, at the face in England is one-third that : the U. S. average, but the rate in Northumberland is not much less ths in Illinois, from falls of roof and coal, and the length of a working di is less in England than it is in the United States. Fraxcis Feeiian: That applies in a general way to the mines of th country, and I say again that when we apply the same methods in th country we will get a much better record than they have in the min of Great Britain, France or Germany because -it is generally conceded 1 all mining experts that the hazard in coal mining in this country is le than in the European, countries. That has been written and reported on numerous occasions and is matter of record. Let me add, I know mines in this country, who ha' a better record than any country in the world, who have long ago tak< the record from any mining operations, single mining companies Europe, and I know too that after they applied proper direction as the mills and industries that our steel mills in this country took t] record from Germany which they held for a great many years for lc accident frequency record in the steel industry. We have it in this country and in many other industries of this counti where they are doing actual safety work. Do not think the men in th country are any different. The workmen and employers can do thin in this country ' more efficiently than they can in any European counti 652 Fourteenth, Safety Congress We have the best workmen in this country in the world. We have thi best managers in the world in this country. We have the best industria engineers of all kinds in the world and these records we have made prov< it 'conclusively, and when all of the mining companies have applied th< principles of safety to their operations, we will have in the United State! a better record than they have in any mining country of Europe. Anr that is all that is necessary, is to extend our safety practice and safetj system through the mining industry, we will have a better record thai Europe, and as| I said the other day the company having normal averag< of the accident frequency of the United States, when by direction thej reduce that accident rate seventy-five per cent, are they getting to proper or near comparable rate with European countries, and they ear go further than that with extensive educational' facilities. X was very much impressed with a question of Mr. Conibear's thii morning. I find that he and I come very close to agreeing on whashould be done and I am no longer in the hopeless minority of one There is one matter however, that Mr. Conibear did not bring out ven plainly. I am going to ask him to state it briefly. Does the accident prevention policy of your company reduce your turnover at your mining property? Is it a factor in reducing ypur turnover and retaining you] present employees? WixiUAit Conibear : In answer to that question, I would reply tha large operators in the districts of Lake Superior, the Oliver Iron Com pany, Pickands-Mather Company are co-equal with other iron companies in this safety campaign and as I stated in my remarks the labor condi tions in our mines are very statisfactory with the employer because .oJ reduced operations in the last eight or ten years. Our prinicpal opera tions are in Marquette County where formerly we employed seven, eigh1 or nine thousand men. At the present time four thousand men are em ployed. Our labor turnover lias been very, very small, and in view o: that fact we can not say that it has retained old employees. THURSDAY AFTERNOON SESSION The session was called to order at 2 p. m., being a call meeting, anc was presided over by the newly elected Chairman, -B. C. Yates. Jonsr L. Boardjcak: I should like to know what can be done to proteci miners by the provision of proper clothing. This subject will be dis cussed at our next meeting. Fbancis Feehax: I had-another thought for a subject for a paper al our session next year and that would be, "How to Organize the Mining Industry and Extend the Organization to All Mining Fields for th< Promotion of Safety and Efficiency." R. Dawson Hatl: The matter I wanted to suggest was the one 1 suggest at every meeting, and so far nothing has been done with it; that is, I think we' want to get some kinks on safety. I think every com pany in the country has some peculiar way of obtaining safety, some Mining Section 61 peculiar way of providing mechanical safety or methods of mining whi< result in safety, and I think that it would be very nice if somebody cou' be induced to take the trouble, and it is quite a little bit of trouble, ' write around for those kind of kinks. They could be produced wii lantern slides and described here. The other sections are doing it, they might be used in the News Letter. The objection to the use of them in the News Letter is in most cas they need illustrating and therefore they are unsuitable in the form our News Letter, and I think they could very nicely be given at o annual meeting. However, the News Letter could be used as a mediu through which those could be collected. I think every one among has a favorite kink, something they have seen or are using which think it would be a good thing to describe and induce other people use because it would be known to have advantages that have been p: duced in their own plant. C. A_. Brooks (.Safety Engineer, Homestake Mining Company. Les South Dakota): I think the things that we take as common every d safety devices in our field might perhaps not be used or even thoug of in some other field. The same with everybody here, I would like suggest that these different companies send out or bring with th< forty or fifty or. one hundred different pictures of their plants, woi and mines. It might be an every day picture to them, but to us it mig be something new, and I think it would not he much trouble to coll them, because practically every organization has' somebody taking i tures all the time. " -- If they will do that, somebody might see a picture of something tl they want to write upon.. There would be a chance to get a real write in your News Letter. T. T. Read: I would like to ask Mr. Hall what about this Bulle Committee? I have had no contact with them during the year. I a under the impression, we had a sectional bulletin committee which n charged with the duty of furnishing the material to the Chicago of of getting out bulletins, but so far as I know they do not function. ] they last year at all? R. Dawson Hall: It is difficult to find a good bulletin man. I nan one, but he did so much work he did not think he could do any m last year. Mr. Reed has been the gentleman who has done more tl anybody else. The--common recourse is to the Bureau of Mines, believe, while I have not followed it up-closely, that is where Mr. Ke< has been looking. It is a very difficult thing to get these illustrate Of course you know: one of the schemes is to go to the Anaconda try to get pictures from the Anaconda Copper Mining Company, but matter is really one: which should be on the minds of every one of If they have a good story, if they have a good illustration, if they hat good thought, they should submit it to Mr. Keefer or to the chairmai the bulletin committee, whoever is appointed. W. W'. Barden would be willing to assist anybody, I think, and h< 654 Fourteenth Safety Congress an expert photographer. So far he has done nothing else except illustrate company system, that is to say, his pictures are of the character that would be very desirable for the purpose I have mentioned here, but not very desirable from the point of view of bulletin service. I believe he would be willing to do that kind of work for us, because he is extremely interested in the subject and a good photographer. W\ W. B.vkdex : - One experience I have had in taking underground photographs is they are more or less foggy, and I have overcome that by getting my pictures Monday morning. I have found that blasting and continual stirring up Of the air keeps, it dusty and lends considerable trouble to getting clear pictures. By getting the pictures Monday before the week's blasting has started I have been able to obtain some very good results. T, T. Rk.mi: I might call attention to a suggestion made in the News L,etter. One company sent me in some home-made bulletins made by taking photographs and_ pasting them' on sheets of paper and putting on them lettering of text. "They said they found them very interesting. J. W. Reed: I want to make one remark on this new style bulletin this mining section wants to use showing how to do it. Are we going to adopt something in the way of standards--I do not mean now some thing that we are all going to put in force covering the whole thing, but are we going to have some kind of a set of standards for censorship on those bulletins so when we publish one we will not immediately have a storm of protest with the exception of one, saying that is not the way to do it? - Packers and Tanners Section September 29 and 30, 1925 FRED A. SCHWARZE, Chairman Manager, industrial Relations, Pfister & Vogel Leather Company Milwaukee, Wis. OLIVER F. W. CROMWELL, Vice-Chairman Tanners Division, Central Leather Company, Ridgeway, Pa. ROBERT M. MEEHAN, Vice-Chairman Packers Division, Safety Department, Jacob Dodd Packing Company Buffalo, N- Yl HENRY W. SCHILDT, Secretary Piankington Packing Company, Milwaukee, Wis. . TUESDAY MORNING SESSION HE FIRST session of the Packers and. Tanners Section convened a X10:00 o'clock A. M., Chairman Fi*ed A. Schwarze presiding. CiEAiKaiAir ScncwARZEJ We have before ns the subject of "Aceiden Frequency and Severity in the Meat Packing Industry." We are indeei fortunate in having with us a gentleman who has made a detailed stud; of this matter who will speak to you at this time. I have the honor am privilege of presenting to you Mr. Preston IX Callum, General Agent c the Columbia. Casualty Company, Baltimore, Md. ACCIDENT PREVENTION AND SEVERITY IN THE MEA* PACKING INDUSTRY Preston D. Cailum, General Agent, Columbia Casualty Company of Ne York, Baltimore, Md. Statistical Compilations by Samuel Everett Staines, Engineering Depar ment, Baltimore, Md. Today, the principal and largest factor of economic loss throughoi the entire meat packing industry is to be found In the frequency < accidental injury occurring to the human element engaged in the,, pe formance of work 'operations incident to production. In any given meat packing plant, it is exceedingly difficult to measui 655 Packers and Tanners Section 657 cedure, which, is reasonable and certainly recommends itself to the earnest inquirer. The first consideration in relation to accident frequency is to deter mine what constitutes an accident. . The practice has grown in the industry to heavily stress the "loss time accident" to an extent that almost excludes recognition of other accidents occurring. Indeed, there is a well defined tendency not to consider any occurrence of injury to workmen in the accident records, as an "accident" unless the injured workman losses time. Calls Such Procedure Fallacy of Worst Kind Such procedure is a fallacy of the worst kind! It is desired to point out and to emphasize that the fact of any, accidental injury occurring to a 'workman, is the matter of primary importance. That time was lost by the workman, following an accident, is a circumstance incidental to that accident. In itself, time lost, is but a phase of an accident, since no one may predict with certainty the ultimate progress or result of an accident once It has occurred. As a suppostitious case, consider a skilled butcher who experiences a fracture to the arm. During the repair of the bone he is prevented from performing the work of his accustomed trade. However, he may not be prevented from temporarily engaging in some other form of gainful occupation provided* for him around the plant. His time may be utilized as a watchman, a gate-keeper, a messenger or some other like duty. But if the plan outlined previously be adopted, he does not get into the accident records because he is not losing time. Expressed differently, no accident has occurred even though a skilled workman is out of his usual employment with a broken arm received while engaged in his usual work. Again: A skilled butcher experiences a small wound. Later, an infection occurs. He loses a hand or an arm. In the records this case will appear from the fime the worker' began to lose time. The record will cease when the worker is discharged from hospital;--permanently disabled and no longer able to perform the operation of his choser vocation. I-"" Both of these cases are accidents. The fracture was of greatei severity, primarily, but the small wound produced the most lasting and most distressing final result. It is, therefore, the fact of the acci dent which is of primary importance. The resultant phase of the acci dent will be accounted for elsewhere in the system of accident record ing. It is vitally Important to understand that in the meat packing indus try the small apparently unimportant wound is of far more potentia danger than the extensive wound. Everything that the worker handles-- meat product, animal fat, animal blood, hides, vieera, etc.,--contain.' microscopic material most highly infectious when introduced Into ; wound on the human body. 658 Fourteenth Safety Congress When the small wound occurs, the worker is likely to regard lightly or even contemptuously, principally because it is small. He m apply some form of dressing, usually with the first material that con to hand. He pays but little further attention to it until the dread infection comes, and when that has occurred, then no one, not ev the best surgeons, can tell with certainty what the final result will 1 With the great wound, the injured usually comes under the care the surgeon very promptly. All of the attributes of modern science m then be used to repair the injury, keep the healing process free fr< complicating infection, thus promoting a return to productivity quickly as possible with as little permanent disfigurement as the e gencies permit. Data will presently be submitted to establish a further fnndamen fact that the large: majority of wounds received in the meat packi industry are of a type that may be surgically classified as minor woum Since this is so, and in view of the highly infectious material to whi the wounded are exposed, it is highly essential that the present ci ception of what constitutes a dangerous accident be reversed and tl the surgical truth become a.n axiom in the industry tha.tr of all woun the small wound is of the greatest potential danger. In conducting our survey of the .accident frequency in the m< packing industry we compiled a definite mass of original data represe ing a combined accident experience of 1953 man-years as included a period of four calendar years. The data obtained has been exhaustively tested for errors and om sions and brought tola high degree of accuracy. The rechecking proc was essential to determine the deflection present between individua combined unit histories. It is of fundamental importance that no mark deflection was discovered between essential features of individual ui histories nor between individual unit histories and the combined histo Through the data thus assembled, we have established findings whi we feel reasonably justified to accept as facts demonstrating the tre of accident frequency in meat packing operations, which facts may safely employed for practical application until they may be superset] oy the collection and presentation of more illuminating material. The Source of Accident Frequency Defined After completing the compilation of data, it was our first conside tion to ascertain the source of accident frequency. It was revealed tl this may be grouped into three major divisions: 1st. Accidents arising through the mechanical hazard. 2nd. Accidents arising through the building hazard. 3rd. Accidents arising through the hand tool hazard. The mechanical hazard embraces power generation, power transir slon. conveyors of all type, gears and wheels of every description, a steam and other pressure vessels, elevators and hoists, cooking a smoking devices and other apparatus of a like character. Packers and Tanners Section 659 Apparatus of this type presents no new or unusual problem. This hazard can and should be met by applying the well developed safe guards incorporated in the National Safe Practice Code which is so well known that It is unnecessary to dwell upon It here. Under the building hazard is included such factors as stairways, floors, passages, doors, openings for hide shutes, vicera shutes, shaft-ways; platforms, work galleries and scaffolds; correct illumination, ventila tion, electric wiring and other features of a similar kind. Here again, we find no new or unusual problem that has not been covered in the well developed studies incorporated in the National Safe Practice Code, with the one important exception--slippery floors. The slipping and falling accident has taken its frequent toll in meat packing plants. A study of packing house floors, with special reference to such primary departments as the pork splitting and gutting, pork cutting up and trimming, sausage and sausage case, head and offal trim ming; beef killing, hiding and cutting and the like, reveals that the floors, work platforms and galleries, are almost continuously wet during operating periods with a various combination of solutions consisting principally of water, animal blood, and filmy deposits of animal fat grease. From this observation we propound the question: Why should meat packing plant floors be wet during operating periods? We have come to the conclusion that there is no logical reason why this condition should continue. In the operations cited, it is quite evident that enormous quantities of water are continuously required; it is quite evident that animal blood must be drawn from the carcass, but in such work process, why deposit such abundant quantities of this solution upon the working floors, galleries and platforms? Why not keep it confined within pre scribed areas where it is used or cellected? We ask consideration of a typical .example: A hog carcass enters the hot water tank. Obviously the carcass dis places water, but it is a very simple matter to provide properly designed drains to receive this spill and to carry it off in enclosed drains. It is not necessary that the splash or overwash from the hot tank shall fall upon the work floor. Passing from the hot tank, let us observe the hair scraping machine. Again we note a certain amount of water-splash passing to the workfloor. Why should this be so? And the recovered hog hair. Is there a reason that this must be deposited in a mass upon the work-floor under or near the scraper and allowed to drain out in many directions? It is but a matter of design to fabricate hair screens at the hair collecting position so arranged that the. hair drainage will be accomplished and the solution conducted away without coming in contact with the floor. In the passage of the carcass and its vicera through the splitting and gutting operations, it has been observed that much more moisture is deposited on the work-floors than in the drip-collectors. It is a feasible 660 Fourteenth Safety Congress and practical matter to so arrange the design, and shape of the dr collectors that nearly all of the refuse solutions will actually be caug in the drip-collectors and conducted away. On the beef killing floors, it is also feasible and practical to desi. drip-hoppers and splash-pans that will collect the animal blood drain from the carcass and conduct it away without using the floor for tb purpose. It is even possible in the hide skinning process, to confine t operations within a fairly limited area, which may likewise be drain* In the sausage departments, we can find but little reason why t work-floors should not be almost dry at all times. Water is the princii solution found upon the floors. It can readily be. confined to the ar where it is to be used and we can see no logical reason why the floe of such departments should he so captiously 'drenched with wai splashed from the various work tables and allowed to waste upon t work-floor from supply sources. The presence of particles of sausage material upon the work-fle of this department ^usually gets there through carelessness in trai portation or in filling operations. This is a feature that can be c< trolled with comparative ease. It should be. considered, for such mater: greatly increases the slippery condition of the floor. Again, where it is requisite that material be subjected to a show bath, this could be arranged to take place in enclosures, and all spla and drain collected in receptacles and conducted away. It is entire unnecessary that the floor be used for such operations- One other form of moisture must be considered and that is t deposit that comes through the condensation of steam or vapor fre open rendering tanks and cooking vessels. A fair percentage of i substance is carried off in the escaping vapor. It condenses in t colder surrounding atmosphere, or on coming in contact with floe and walls, and deposits itself upon the floors and walls. Upon t evaporation of the water, a filmy deposit of grease remains. Subseque condensation occurring causes a water film to form over the prima grease deposit. Condensation can largely be taken care of through the use of collect frames and exhaust"^ suction draught, and grease laden vapors m thus he carried off. Further condensation traps can be installed in t draw-off flues, so that the grease thus escaping may actually be collect and not wasted as now occurs. One further consideration: Meat packing plant workers usually we foot covering of rubber. It appears the modern practice to pave packi: house floors with clay tiles having a glazed surface. When such a flo is coated by a grease laden vapor, or by a solution of water or anim blood and then walked upon with rubber boots, a walk surface com tion of the most treacherous nature is created. Under such conditioi the probability of frequent slipping accidents may be predicted ` wi certainty. The conditions cited have arisen through the general and customa Packers and Tanners Section 661 practices that seem to be common to the industry. The fact that such conditions have grown with the industry is by no means a reason why they should continue. Other features of the' industry, equally as funda mental, have been subject to improvement by change. It is very much to be' desired that this particular feature may have earnest consideration and the revision that observation seems to indicate as being properly necessary. The Hand Tool Hazard an'Important Factor In conducting our study of the accident frequency in the meat pack ing industry, we early concluded from the facts obtained, that the hand-tool hazard is the^ primary and direct cause of the high accident frequency in the industry. In any plant the principal work-operations are performed by hand, and the principal operating tools are knives employed in the hands of individual .workmen. Since this was found to be a fact, ft logically followed that we should first, seriously study the hand-tool to discover its particular features, if any; second, the type of accident resulting from its use, and third, the means of preventing or reducing such acci dents. `ZZ It was found that four types of knives constitute the band-tools gen erally used in operation and they are known to the trade as the batchers* knife, the boning knife, the pork ribbing knife and the hide skinning knife. Certain general features are common to all classes of these tools, though, according to their type they do present certain definite depar tures in construction. The blades retain certain characteristic shapes, -while varying greatly in length, being seldomTless than 4* inches nor exceeding 16 inches. The type of handle fitted to these knives conforms closely to a general standard of shape and material. It is usually of beechwood, taking a very smooth, close grained finish, and is fashioned into planes, which, when looked at directly from the blade-end, give the shape impression of a rough-cut diamond. In width, the handle tapers from 1 3/16 inches at its broadest end to % inch at the junction of the blade, and its extreme length is 4^ inches, Z The Butchers' Knife Considering the type known as the Butchers' .Knife, which is the tool most extensively used, it will' generally be found to have a. blade from 5% inches to 6% inches in length, joined to handle as just de scribed, measuring 4*4 inches in length. The Important feature in this typical knife is that the blade is set into the handle In such ,a manner that the blade and the handle either form one continuous line, or the edge of the blade is set approximately T/16th inch below the line of the handle at the junction of blade and handle. Grasping such a tool In the full grip of the hand as required in opera tion, demonstrates that should the grip of the hand be relaxed for any reason, the hand will easily pass forward from the knife handle to the 662 --Fourteenth, Safety Congress knife blade; or, should the blade strike some dense substance, the kni may easily be driven backward through the hand, the blade thus comil in contact with the hand. The probability of either of these circumstances occurring is accei uated, somewhat, by reason of the short knife-handle, as it is nec< sary for the average^ sized working hand to move only a part of j inch in order to leave the knife handle. In the process of actual operation, the knife, its handle, and t] operator's hand all become saturated with a combination of solutior such as animal blood, animal fat, water and like substances. TI result is that maintenance of a firm grip upon the knife handle und such circumstances becomes increasingly difficult. The element of fatigue to the operator's fingers, hand, wrist and an becomes very pronounced after a period of continuous labor, and regar less of his muscular strength, it is physically impossible for him continue to grasp his knife with a fixed pressure. A relaxation of gr upon a knife handie^of the kind previously described immediately i creases the probability of hand injury and the fact that the injury w: occur is practically assured. The Boning Knife In considering the boning knife, we find a type presenting a great variety of blade shapes than in- the butchers' knife type, but not su< variety in length of blade, the variation being only from 4% inches 9 inches. The classical type of handle described previously, is also found on tl boning knife. The set of the blade also is found to present a conti uous line with the handle, or to project from 1/16 inch to % inch beyor the line of the junction of the handle with the blade. In operation, tbis type of knife is most frequently held in a gras in which the handle lis perpendicular to the hand, point of the knif blade downward. Since the process of boning meat requires that tl knife blade shall follow the contour of- the bone as closely as possibl a drawing traction ifTTexerted on the knife. To skilfully perform this operation, requires a considerable expend ture of muscular energy. The knife must be heavily gripped to prevei axial rotation in the hand and to maintain the blade on the bone contou In the boning operations, the knife handle and the operator's har become saturated with a solution of animal substance which material! increases the difficulty of maintaining a heavy and continuous gri upon the knife handle. The fatigue element in meat-boning operatior is very pronounced and. after a period of continuous labor, the operati cannot continue to grasp his knife with the fixed requisite pressur Thus, relaxation of the hand grip upon the knife handle practical! assures the probability of hand injury. Further, since boning operations involve following bone eontoui with the knife-blade, ^it frequently occurs that the blade clings, c -J* -^5 wwwtt - Packers and Tanners Section 663 strikes a pit in the carcass flesh, and the resultant shock delivers a sudden wrench to the operator's hand, causing- the hand to leave the knife handle and come in contact with the knife blade. In such cases, the palm of the right hand is the area usually receiv ing the injury, and while such wounds are, comparatively, not great in number, they usually are extensive in area, severe in character, and frequently disabling. The Pork Ribbing Knife Turning to the pork ribbing knife, we find its principal variation or characteristic to be in the length, temper and thickness of its blade which is usually very* thin, highly tempered, and varying in length fron: $ inches to 16 inches. The handle fitted to this blade has all of the characteristics, as de scribed in the butchers' and boning types of knives. What has previously been said concerning the saturation of the knife handle with anima substance, applies also to this type of knife. In operation, this knife is used by imparting to it a thrusting move meat followed by a traction movement. As the operation is such tha the hand is usually on the same plane as the carcass worked upon injuries usually occur-to the inner side of the fingers of the operatin: hand, caused by the operating hand leaving the knife handle and pass ing on to the knife- blade. The Hide Skinning Knife The hide skinning knife is a type having a variety of individus characteristics as regards shape, length and .thickness of blade. Th most notable feature is in the curved shape of the blade, which, is ver pronounced in order to permit a circling motion to be imparted durin the work process of loosening the animal hide from the carcass. The handles, however, are generally of the classical type describe* excepting only that they may have a curve in length, to conform 1 the curve in the blade. The unbroken line - of handle and blade ai present as are all other factors that predispose to hand injury, whic have been cited. 7 In summary, the principal features of the knife tool that predispo; to the injury of operators, are: 1st. The set of the knife handle so that the blade and handle form continuous line, 7br the blade projects below the line of the hand] 2nd. No protection whatever is afforded the working hand of the ope ator. 3rd. The size and shape of the handle in the present form, is not comfortable handle with which to work, and contributes to inerea the fatigue element of the operator's hand. 4th. The introduction of animal substance on the knife handle and har materially increase the probability of the hand slipping from hanc to blade. 664 --.Fourteenth Safety Congress 5th. A combination of the previously mentioned factors which occ simultaneously during actual work. Having established these conclusions, our next problem was to inv tigate the wound histories of individual workmen, in order to stu the result of accidents as reflected by the type of wounds occurring a the frequency of such wounds. Tells About the Type of Wounds It was ascertained that four major types of wounds predomina which we have classified and defined for the purpose of establishi: standards without which the compilation of data for analytical pt poses is not feasible. These wound types are arranged in order of i; portance, as, 1st. CUTS: Defined as meaning the even separation of injured bo< tissue. ^ 2nd. ABRASIONS: Defined as meaning the breaking of the skin st face without presenting factors that would clearly cause the inju: to be otherwise classified. 3rd. LACERATIONS: - Defined as meaning the irregular or jagg< separation of injured body tissue, as in- tearing by a blunt imp! meat. 4th. PUNCTURES: Defined as meaning a wound received into tl injured body tissue in the direction of depth. Where a combination of major factors are present at the wound are the injury is classified according to the predominant factor. Secondary injury types are classified as: Contusions, Bruises, Spli ters. Burns, Scalds, Sprains, Strains and Fractures. Special types of injury are included under special classification, i for instance, eye lesions caused by foreign bodies introduced into tl eye; Hernia; et cetera. It must be understood that the extent or severity of the wound do< not change its classification. We have been governed by the prineip that severity is a phase of the accident. The fact of the wound occu rence is the matter "bf first consideration. Hence, we were primaril concerned with a compilation of the types of classes of injuries wit which we had to deal. Having done this, our next consideration we the frequency of occurrence, of given classes of wounds. We established from our compiled data that a close relationship exisi between wound type, frequency and character of work operation, whic means that in any meat packing house, a given operation will be tb source from which certain definite types of wounds may be expectei and that the frequency of occurrence may be predicted with compan tive mathematical precision. A further analysis of our collected data has enabled us to segregat injuries received, into anatomical groups. We are thus enabled to corn late accident frequency and the portion of the body upon - which th wound will be received. From this comparative tabulation, we are ei Packers and Tanners Section 665 abled to establish fundamental working data in the form of Expectancy Tables. - On this basis we submit the first important finding: That of all wounds which will occur in a meat packing plant, 77% thereof zoill be received- upon the hands beltftc the torist, and 23% will constitute all other wounds, dispersed over the remainder of the body. This finding is of real importance because it shows that the large majority or wounds axe concentrated in a definite body area, which fact materially contributes to tbe possibility of devising means to reduce or eliminate frequency. .; There is a marked difference in wound frequency between tbe hands, as will be illustrated In the Tables to follow. These Tables have been compiled from a great mass of figures, which figures have been reduced to percentage for the purposes of convenience and brevity. We have eliminated minor decimals and present the results in the nearest decimal. Expectancy Table I--Hand Wound Frequency 1. Wounds to the Left Hand will constitute 51% of all wounds to occur 2. Wounds to the Right Hand will constitute 26% .of all wounds to occur Wounds to Both Hands will constitute 77% of all wounds to occur 3. Wounds to all other parts of the body will constitute 23% of all wounds to occur Total wounds 10JX%. Hand wounds must again be considered in connection with the rela tionship between each hand and the total of wounds to be received by the hands, as differentiated between the relationship of wounds to each hand compared to the total of all wounds to the entire body. For this purpose we have set up another set of figures in: Expectancy Table II--Wounds to the Hands 1. Of all wounds to the hands, the Left Hand will receive 66% thereof 2. Of all wounds to the hands, the Right Hand will receive 34% thereof The important, difference in. fact revealed by these two Expectancy Tables may be demonstrated by the following illustration: Suppose 1,000 wounds to be the expectancy rate in a given period of plant operation. From Expectancy Table I we have a division show ing: - 510 wounds, 51%, will occur to the. Left Hand 260 wounds, 26%, will occur to the Right Hand 770 wounds, 77%, will occur to Both Hands 230 wounds, 23%, will occur, to all other parts of the body 1000 wounds, 100% --~ From Expectancy Table IT, we arrive at the definite dispersion of 77C wounds between the two hands, thus 666 Fourteenth Safety Congress of the 770 Hand "Wounds, 510 = approximately 66%, will occur to tl Left Hand H7 of the 770 Hand Wounds, 260 -- approximately 34%, will occur to tl Right Hand It will thus be seen that unless two forms of Expectancy Tables ha been compiled, the correct application of facts would not have be< obtained. And since "wounds to the hands constitute 77% of all woum to be expected, it is essential that they be analyzed for distribution wounds. We have elaborated this data in numerous ways. As we are he concerned principally with final results, we present for primary co sideration: TABLE A Distribution and Frequency of Percentage to __ Left Hand Left Hand . -- Wounds Thumb ------ 27.7 1st Finger _________________: 26.1 2nd Finger ___________________ 17.4 3rd Finger -------------------------------------------- 4th Finger --------------------------.--------------------:-------------- 8.6 Palm :________________________________________________ 5:7 Back of Hand..............................Z----------------------------- 5.3 Hand Wounds Percentage to Wounds of Both Hands 15.3 17.3 11.4 9.2 6.0 5.7 3.5 3.5 Percentage Total of AU WoutxJi Occurring 14.1 13.3 5.9 4.7 4.4 2.9 Tqtal ____________________________________________ 100% 66% 51% Right Hand " Thumb ...........................--_____________________ 1st Finger ------------- 2nd Finger ---------------------3rd Finger ___________________________________ 4 th Finger --........--------Palm ---------- Bade of Hand.------------------- 19.7 23.0 20.4 12.5 9.0 7.3 8.1 Total 100% 6.7 7.8 6.9 4.3 3.1 2.5 2.7 34% 3.1 6.0 5.3 3.3 2.3 LS 2-1 26% Grand Total 100% 100% Having allocated _accident frequency, as just illustrated, we are ne concerned to ascertain how these wounds may be expected to occur. The foregoing tables have exhibited the type, distribution, and fi queucy of band wounds. It follows that we next consider the princip causes from which such wounds result. In this study, opportunity existed for an extensive classification, b we have been constrained to concentrate wound causes into logic groups without undue expansion. We have therefore, arranged o classifications according to: Expectancy Table III--Classification of Wound Causes 1. Knife wounds, seif-intlicied by individual operators, will be 42.9 of all wounds. 2, The product worhSi upon will cause 7.6% of all wounds. 2. Wire, or nails will cause 6.1 % of all wounds. 4. Packing cases, wood will cause 5.9% of all wounds. 5. Slipping and tripping will cause 4.0% of all wounds. Packers and Tanners Section 667 6. Lifting will cause 3-2% of all wounds. 7. Hooks, meat will' cause 2.8% of all wounds. S. Packing cases, metal will cause 1.1% of all wounds. 9. All other causes, too numerous to separately classify will cause 26.4% of all wounds. TOTAL 100%. Having classified the probability of wound cause, we next concern ourselves with a study to ascertain the type of wound to be expected to occur and thus set up: Expectancy Table IV--Classification of Wound Type 1. Cuts will constitute 40.5% of all wounds that occur. 2. Abrasions will constitute 16.7% of all wounds that occur. 3. Lacerations will constitute 10.8% of all wounds that occur. 4. Punctures will constitute 7.8% of all wounds that occur. 5. All other types will constitute 24.2% of all wounds that occur. TOTAL 100%. From the foregoing tables, it is observed that the hands of workmen are the foci! of injury, that cuts are the type of wound that .predominate, and the knife is the principal cause of injury. The facts as to type and frequency of hand wounds are concentrated in: Expectancy Table V--Type and Frequency of Hand Wounds Xo. 1 2 3 4 5 Type of Wound____ Right Hand Cuts__________________________________________ 10.6% Abrasions --------------------- S.3% lacerations ______________ 5.3% Punctures ------------------------- 3.2% AI1 other causes_____________________ 6.7% Total 34.0% Left Hand 39.1% 10.0% 6.4% 4.1% 6.4% 66-0% Total Both Hands 49.6% 18.5% 11.7% 7.3% 13.1% 100.0% The cause of hand wounds is concentrated and exhibited in Table "VI: Table VI--Cause Distribution of Hand Wounds No. l o Cause of Wound Self-inflicted knife wi Inflicted by the produci Shipping cases--wood_ Shipping cases--metal Wire or nails_______-- Meat Hooks___________--All other causes -- Right Hand ___ 10.6% on 3.S% 4.0% ____0.7% ...... 4.1% 0.9% 9.9% Left Hand 41.2% 5.2% 3.3% 0.7% 2.8% 2.1% 10.7% Both Hands 51.8% 9.0% 7.3% 1.4% 6.9% 3.0% 20.6% Total 34.0% 66.0% 100.0% The next consideration is a study of the departmental divisions of a meat packing plant for the purpose of discovering the relation of accident frequency to work operation. This feature presents = considerable difficulty because of the latitude of possible classification, and further because meat packing plants vary considerably in the finished goods produced for market. Therefore, while endeavoring to maintain clear demarkation, we have found it necessary to adopt an arbitrary form of department classifica tion. Therefore, the table next to be presented cannot be claimed as G6S Fourteenth Safety Congress typical as a whole, though it may be considered as reasonably typp in its principal classifications: Expectancy Table VII Department 1 Pork Splitting- and Gutting......................................... Pork Cutting and Trimming.................................... Receiving, Packing and Shipping......................... 4 Sausage Mnaufacture 5 Mechanical Maintenance................................................... 6 Tankage and By-Products.......................................... 6 Chauffeurs and Helpers................................................ 7 Beef Butchering .____________________________________ S Curing and Smoked Meats.........-.............................. 3 Beef Boning____..................................................................... 10 Bard and Lard Compound......................................... 11 Ham Boning and Cooking--........................................ 12 Sausage Case Manufacturing.................................. Percentage of Accident Fieques to be Espectec .......-- 31.6% ---------- 1L7% -----------10.4% -----------------6.3% -----------5.6% ---------- 4-8% ----------4.8% _ 4.7% 4.*% - *-% - 2L% - * ME. 13 Care and Custody of Buildings............................. 13 Live Stock_________a--------------------------------------------------... 14 Retail Cutting of Beef____________________________ 15 Clerical Office Employees ______________________ 16 Head and Offal Trimming----------------------------------17 Power Generation and Transmission............. 18 Outside Salesmen a----------------------------------------------------18 Cooperage --------------------------------------------------------------------------19 Total ......................- 1-3% 1-3% ______7/1011**% ----------6/14>U**% ---------5/10tlts% ---------3/lOths% ______ i/lOlhu-5. -------.2/lths% 65 1005 From the foregoing table, it will be observed that about 94% of j accidents arise in twelve departments that are fairly representative the operations common to practically all meat packing plants, and the; fore, we feel a degree of justification in the statement that a like com tion will be found throughout the industry. Accident Frequency Accident severity has been the subject of much discussion out which has evolved a theory that the severity of an accident is a measu of the importance of_that accident. ' We are utterly opposed to this conception as erroneous in theory a: objectionable in practice. We are committed to the principle th severity is purely a phase of the result of an accident. It is not, in. itse a cause. We have been animated" to search, out the cause of accidents with t object of finding a means to remove such cause and thus to prevent s accident occurring, or failing this, at least to reduce the frequency occurrence. Consequently, we hold any bodily injury to be potential dangerous, regardless of how slight the wound may be or how inur diately serious it maf be. The custom has grown to measure severity in the length of disabili caused. The objection to this is that the length of disability does n indicate severity. The matter of severity in its true sense belongs to tl realm of surgery and indicates the physiological and psychologic changes in the patient during the course of treatment, rather than tl mere matter of days of disability occurring. Packers and Tanners Section 669 Surgical shock following an accident is an important factor associated with an injury. Yet, two persons experiencing the identical injury may exhibit a wide difference in reaction thereto. One may be profoundly shocked, the other very mildly shocked. How will the accident be rated? The element predisposing the degree of shock reaction lies within the injured person, not with the accident cause from which the injury was a result. The type of accident was identical. There is, of course, a relationship between surgical wound severity and disability days, and the former contributes to the latter. But to attempt to measure the severity of an accident simply in disability days is an error. To demonstrate that this is so, let us again take the illus tration of two individuals both experiencing the same injuries in an identical accident. The first may experience a surgically, uneventful recovery. The second may experience surgical complications so serious as to jeopardize his life over the greater portion of his disability and materially lengthen his recovery period. How will the accident be rated? The one Identical cause was followed by two widely differing results. Again, what of the injury, primarily extensive and immediately serious that progresses through a surgically normal recovery without permanent impairment of earning capacity, compared to the injury primarily appearing as superficial which insiduously and rapidly developes into complete disability and ends fatally? How shall these two cases be measured as to severity? The subject becomes highly complexed as it is studied, and the result of wounds so varied that it becomes evident that the thing to do is to leave the matter of severity in the hands of the surgeon, where it rightly belongs, and to .confine ourselves to removal of causes, which is our most fertile field of endeavor, for with causes removed, severity disappears. In our investigations, we have compiled some data on the subject of disability days following accident which is submitted solely as an illus tration bearing on economic loss in relation to accident but is meaning less data in relation to severity and Is not offered in relation thereto. We have found that-injuries to the body--other than the hands-- average nearly four times as much loss in time as do injuries to the hand, which is a matter of some interest. The findings are presented in: Table VIII--Average Loss of Time Following Accidents 1. Body wounds result in 1.S days average loss of time per accident. 2. Every Hand Wound results in 0.28 days average loss of time per accident.. 3. Left Hand Wounds result in 0.24 days average loss of time per acci dent. 4. Right Hand Wounds result in 0.35 days average loss of time per accident. -- 5. Every Wound occurring results in 0.63 days average loss time per accident. ^ G7U __Myourieenin tsa/eiy uonyress The principal value of such a Table lies in the fact that it may reasc ably be assumed that for every accident prevented an average of 0. days of production will be saved, and the inference may continue throughout the Table. This is certainly an added incentive for ac dent prevention. ^ Points of Especial Note in Accident Prevention There are other points of especial note that should rightly be c< sidered in relation to accident prevention. Thus, wounds to the right hand--the operating hand--are potential more dangerous than wounds to the left, or holding hand, for the reas that there is comparatively little flesh on the inner surface of t fingers and the bond of the finger is always - more or less involved such an accident. Frequently the wound is actually into the second joint of the fing due to the positioinhe knife and hand are in when the hand leaA the knife handle. The result of such a wound is always questionable d to the danger of complication. In the boning operation, the wound is usually a long deep cut acr< the palm of the hand. The location and type of such wounds makes both painful and impracticable to continue work operations, con quently loss of time is usually a resultant factor. Infectious Material There is one major, predominant element of danger following a accident, no matter how slight, that occurs in any operation whi involves handling carcass or vicera in a meat packing plant whi it is essential to consider. This factor is infection of wounds. The possibility of ^infection is prevalent due to the fact that everythi the operator touches is literally teeming with bacteria of a highly inf tious type when introduced into a wound on the human, body. Thus, immediate surgical attention should be given to even the m< superficial appearing wounds. Bone scratches are especially to be membered. They are exceptionally of potential danger. Small wounds that are immediately made surgically clean, very so after being dressedL are exposed to contamination because the wo operations require the operator to work in various solutions of anin substance. To keep such wounds surgically clean requires revisit to the surge at stipulated intervals during the work period, and a final cleansing the wound and redressing after the day's work is done and just befc the operator leaves "for his home. Only continuous surgical vigilance can keep the menance of inf tion under control and retard its influence as the one great contributi cause in the meat packing industry, of surgical severity following injui Packers and Tanners Section 671 Non-lnherent Types of Accident Before leaving- the subject, it is necessary- to point out that some types of injuries occur to operators in meat packing plants of a type that are not inherent to the industry. Accidents that occur in railway car repair shops, automobile garages, in power generation and distribution, in refrigeration systems, and in the driving of motor vehicles, present no different phases because they occur in connection with meat packing plants than in operating other industries. These accidents are of a type classical to the work operation and should be combated^ in identically the same manner as if encount ered in an independent industry. Measures to Prevent Accidents Let us now consider the question of measures to prevent the frequency of accidents of a type we know will occur unless positive means be adopted to eliminate them. From the data that has been submitted we have the following informa tion: 1st. We know how accidents that occur are caused. 2nd. We know the type of accidents that occur. 3rd. We know the frequency of occurrence of each class of accident. 4th. We know precisely the anatomical distribution of wounds. With such information, of reasonable accuracy at our disposal, we are equipped to intelligently approach the problem of accident prevention in a systematic, thorough manner. The first step, of course, must be the establishment within each plant of an organization through which to work, for education precept and example are essential. To do this effectively the organization must first begin with the management; for accident prevention is a pure function of management. Therefore, unless the movement begins with the man agement and moves downward from there through superintendents, department managers, and foremen to the individual workman, it never will and never can be made either successful or effective. Standard Statistical Forms Complete, detailed information is tbe next essential. Definite stand ards should be established for recording detailed history of each accident occurring. ^ From such data recapitulation tables should be compiled, at least every calendar month, upon other standard forms which would show the fundamental facts in an essential manner, such as, wound classifica tion by operations; department; how wounds were caused; by what tool or implement was wound-caused; number of employees exposed in each department; racial classification; sex classification; et cetera. Accumulated data from all sources should be centrally compiled and the history facts developed into statistics. From these averages may be established and charted, and from such charts may be determined the C?2 Fourteenth Safety Congress average departure: of any reporting plant or any department of : plant. Unless data be compiled after this manner effort is useless and ' and money wasted.' The principle is logical. Meat packing plants test spices for strength and quality in chemical laboratories in o that a manufactured article may be maintained at a standard of fls The facts of accident frequency are as important as the savor of s ages, and without such facts no lasting improvement can be anticipa Slippery floors have been discussed. We again present the subjec a matter that permits of immediate improvement. A reasonable anu of engineering revision would change this now primary accident a factor to a negligible factor. It would do more. It would improve production. Operators, uncer of their footing are conscious of that fact, and move about in strai unnatural postures of stiff jointed caution. Were freedom of moven assured, apprehension would be lifted, production would improve both employer and employee would benefit. Preventing Wounds to the Left Hand The left hand wound is the most frequent occurrence and our grea jiroblem. -- One phase we feel we have solved: that of preventing injury w holding a sharpening steel during the process of knife sharpen We have introduced ^ shield upon the knife steel that embodies spec feature of design, ^ specimen of such a steel is exhibited here and y expression of opinion is requested. We cannot report further success in connection with the hold hand at this time.~^Ve have extensively experimented with numer devices and materials but have not yet attained practical resultsshall continue our^fEort in the hope of attaining the desired res Preventing Wounds to the Right Hand We believe we have solved the problem of wounds to the operat hand--the right hand, in connection with the use of the butchers', t ing. hide skinning and ribbing knives. We have first been concerned to interpose a shield between the opei ing hand and the knife blade which will effectively prevent the ht from leaving the knife handle under any condition of operation coming in contact with the blade, while at the same time not introduc a measure that would interfere with the orderly progress of work op tions. === Preliminary models of each type of knife handle, and shield are h submitted and your "expression of opinion is requested. We believe these tools to embody marked improvement in comf to the operator, durability, sanitation, freedom from apprehens: through safety and therefore a more efficient attribute of industry. We have found that the majority of injuries received in the handli Packers and Tanners Section GTS of packing1 cases, both. wood, and metal, arise through wood splinters, cuts, punctures and laceration from nails and binding wire. Prevention of wounds of this type has been found to immediately occur by the simple and practical method of inducing the use of a stand ard grade of industrial leather glove. As a whole, the operations of such departments permit the adoption of leather gloves without interference or the objection of sanitation. But should this factor^ arise, dry steam sterilization of the glove is a: simple matter, and the benefits far exceed the minor objection. DISCUSSION Chairman Schwarze: I am going to ask you gentlemen to contribute to this subject by raising any questions you see fit for further discussion. Mb. McClelian (Armour & Company): Did you state that ninety- four per cent of your accidents happened in twelve departments? Mb. Oaixot: Yes. -= Mr. McClfxlan : Were they all knife working departments? Mr. Callum : No, this report shows pork slitting and pork cutting. Let me give you somOgures. We found that 31.6 per cent of all acci dents were due to pork slitting and 11.7 to pork cutting and trimming. That makes 43 per cent. We found sausage manufacture produced 6.3 per cent; beef butchering 4.7 per cent; beef boning is 3 per cent; hand boning 2.5 per cent; sausage casing is 2 per cent; mechanical main tenance 5.6 per cent; tanning and by-products 4.S per cent; chauffeurs and helpers, 4.8 per cent; lard and compounds, 2.6. Those are the twelve which I have referred to. Mr. McClellan: I wanted to know whether the figures were for wet departments with slippery floors, which you mentioned, or whether they were knife cutting departments. Mr. Callttm:: This table is based on the fact that there is a certain percentage of accidents which we expect--they are referred to as ex pectancy tables. For instance, we find that 31.6 of all accidents occur in the pork slitting and gutting department. "This is distinguished be tween pork cutting and trimming. It was somewhat difficult to make an arbitrary division of these operations, but what we mean by pork slitting and gutting is where the carcass is taken. out of the hot bath and scraped and the guts removed. Mb. McClellan: I take it for granted that pork slitting and gutting is a separate operation--that is hog killing? Mr. Calltjm: Yes. Mb. McClellan: We call that the hog killing department. The hog cutting and trimming department is a separate unit. Mr. Calltjm : We were driven to these classifications after confer ences with many men. Then we found it was the custom to say "pork killing." There is only one definite operation of pork killing and there is only one or two men involved, depending upon the size of the plant-- 074 Fourteenth Safety Congress a plant killing four or five hundred hogs a day will only need one two men. Mr. McCtELLAx: was interested to determine whether that p centage of 94 per cent were dry floors and dry hazard or just the slippe floors and no knife hazard, but you have mentioned both hazards a your figures take in slippery floors. Mr. Callum: It takes in everything. I might illustrate that by t ing you of a curious incident which happened in a large plant. I fou that the predominating causes of accidents on first glance were slippe floors. They spent more time on the tables than they did on their fe (Laughter.) After we made an analysis we found It didn't work out we expected as we found the cutting accidents were holding their ov Mr. McClellan: Did you go into the slipping hazard, the construct! of a floor? You mentioned something about it being a subject propei termed engineering revision. Mr. Callum: We have gone into that with eminent architects, suppose you know the packing houses are not in themselves and in ma instances finished products. They are a development and many tin: they are the adaptation of the existing conditions to horribly arrang interiors. I am speaking of the whole industry. Mr McClellan: T" agree with your point. They are all changi them. We have had some bad accidents due to slippery floors and tl is why I was interested in this question. The architect had put a smoc finish on the floor sdlwe put some C. P. muriatic acid on the floor, coati it twice, and that removed the smooth finish and we haven't had a b accident since. Mr. C vr.r.LTAL: Have you had any experience with spun sole rubbt The larger rubber manufacturers have not been inclined to make th< unless they were guaranteed a certain number in their orders. Throu our cooperation they Triade up several pairs. We do not Know definit< what the results on these boots will be but the men who have be wearing them have not fallen, whereas men working with their rubl boots have fallen. Mr. O. P. W. Cp.omvki.l (Central Leather Company): How do t stand up for wear? Mr. Cai-i.tjsi: It is a peculiar condition. It looks like a. sponge a has a tendency' to create a suction. As it hits the floor it spreads out a mass. It isn't solid but it spreads and it is claimed that in dair the men have been able to stand at an angle of 15 degrees, on an ab lutely smooth piece of concrete coated with milk. Mr. L. P. Gi-eirer (International Shoe Co.) : Is that similar to the s used on golf shoes? 7 Mr. C.\i.i.vm: Xot quite as elastic as that. Mr. Gijetber: Is it a spongy rubber? Ms. Cau-um: It is called crepe. It Is almost like sea sponge a spreads as the foot goes down. Mr. MoCi.et.i..\x: How long have you used those rubber boots? Packers and, Tanners Section 6? 5 Mr. Callum: They are still in the experimental stage, but we started using them in one plant last March. They are apparently working all right but at this time^we are not prepared to give a definite statement. Mr. McCr.Enc.LA3r: BDow will they hold up on tile floors? Mr. Callum: We ^re now experimenting with that kind of floor. Mr. Cromwell: How about glue floors? Ms. Callum: We have no data on that. We have been having enough trouble with, meeting the problems in the packing industry. We have found a very marked improvement by the introduction of the wooden soled shoes. Mr. Cromwell: Have you tried leather? Mr. Callum: Yes. The wooden shoes had leather uppers and thej are much more comfortable to work with than rubber shoes. Chairmax Schwarze : You have mentioned the infection due to ban dling animal matter and due to open wounds and skin abrasions. Hav< you found that there is a tendency to recognize occupational skin infec tions, as distinct from infection contracted in civilian life of the em ploye in the packing nd leather industry? Mr. Callum: We Tave found pure surgical infections arising fron conditions on which there was no known entry causes. Whether th< man introduced the infected matter into the blood stream through j slit or abrasion that he actually didn't know about or kept secret ; cannot answer. It is interesting to note that in animal blood there i: certain bacteria present which is perfectly normal while in the blood but it is not the normal habitat for the human blood, and when yoi combine those two things you set up a condition which we term infec tion. That infection is, surgically, the rebellion of the human body tt the introduction of a micro-organism that doesn't belong there. Mr. McClellax: Did you ever consider which operations guarde* knives could be used? For instance, the floor man in the beef killini department. -Have yah studied that operation? Mr. Callum: When you begin to call men by technical terms b; which you understand them, your technical term may not be the sam term that will be found in every packing house. Let ns consider th removal of a hide, and what is the essential movement cf the operation Mr. McClellan-: The essential movement is the floor man taking th hide off on the side, taking the hide in the left hand and getting dowi in between it and the "bone and you must not cut the hide. Mr. Callum: He cannot get the blade of his knife any closer t that hide or to that carcass than his hand. The knife will have to b used with a circular movement. You have this part of your hand tha you cannot get any closer. Now you should put an adequate guard insid of that area. Mr. McClellan: The reason I asked that is because the men ar stubborn. The floor ^ian claims a guard cuts the hide. Mr. Callum: We have gone into that question extensively. The ret 676 Fourteenth Safety Congress ords of your association show that you have all, individually, giv consideration to these problems. Mr. McClellan : r We cannot get a floor man to use a knife guard. Mb. Calltjm: We have gone further than that in this subject, brought some rough models that are now being experimented with by t Collumbine Knife Company of Baltimore, Maryland, who have been vestigating and experimenting with knives, and if the results prc satisfactory they may attempt to introduce the apparatus as bei a useful one. Mb. McCtEiXAjr: For the last six months we have been experiment! with different knife companies, but the men will leave a plant whi has these guards obnthe knives and go to another plant where they i not using them. We had a meeting at our plant and decided to give these knife mai facturers some of our guards. We interested them in that phase of 1 work so that I think the time is coming when the knife will come h the packing plant with the guard on it and that the workman will compelled to use it. .1 would like to see some of the rest of the pack continue that movement with the various knife companies because think even the wives in the homes should have the butcher knf guarded. Mn. Cau.um: If I may be permitted, Mr. Chairman, to reply to gentleman, I wish to say he is correct in his position. Some pla attempt to conduct and insist upon the use of a knife that has a shi< but when the men find the shield on It they leave that employer s go to another plant that doesn't have one. If you get the tool ma factured in that form, we are better off. We are behind our foreign neighbors in that respect. In selling article we are concerned in the consideration of the problem of the sli. additional cost for putting the shield on, but I believe we should pul on regardless of the extra cost. Chairman Schwarzk: Before passing, I bad forgotten to comment the slipping hazard. Our company is tapping soles and heels. We 1 nothing takes the place of leather. The next subject on the program is the exhibition of lantern sli of safety devices in some-of the plants of members of this section. I have arranged these slides working from wet process to dry proe This first picture shows a paddle which presents a hazard on account slipping. We have had a man fall into a paddle and drown. We overcoming that hazard by stringing a chain across in front, givini man a chance to grasp something if he does fall in. The safety x is a single man shall not pull a paddle while in rotation. This picture is the elevated type of paddle. This does not pres the hazard where the man falls in. This picture is a similar installation which is elevated over twe inches above the floor. In this picture you all recognize the fleshing machine which has Packers and Tanners Section 671: hazard of the exposure of the roll and cylinder. There is room for safe guarding a person in the event a man or object falls in between th< rolls. The redeeming feature is that the cylinder rotation is outward but if a man fell in and the jaws closed he would still suffer sever' injury. Before going further I want to call your attention to these slide and the guards shown. These are the standards of 1911 and 1912. Th guards today have 'much finer meshed and in all cases meet the require ments of the state laws. This picture is a typical fleshing machine, the same as the on mentioned In one' of the previous slides. In this picture I wish to point out that we use wooden floors. W found it was better to have wooden floors around the machines tha cement floors because the slipping hazard is quite great. This is a hydraulic press with a crude enclosure for the hydrauli press pumps. The present day guard is differently constructed. I believe this machine in this picture is as wicked as the Sherida embossing press. In~spite of these guards we had men who tried t retrieve skins which had been thrown over the top. One man lost leg at the knee. This is a typical installation, the same as the one you just looke at. On the serial table setting out machine we have developed a nesafety device in the way of a -straight edge or bar going across, u length, and clearing the table by a fraction of an inch. The man, i riding a table, or hanging on to it will not go through. When he toueh< the bar it releases the interlocking trigger, which, in turn, operates tl automatic device which stops the machine at once. It eliminates tl use of extensive guards that we showed in the previous slides. This is the Union splitting machine. An inherent hazard is brokt arms. A man being brought to bis knees throws out the clutch ar shuts off the machine. The new standards require a guard to 1 placed here. * In this picture, this is the feeder side on the back knife machine ar after a minor accident a year ago there was developed a flat sprii brass guard to bolt on to the head and came down to within thre quarters of an inch, approximately, from the feed plate. That guai was considered effective until a few weeks ago when an operator w; caught on the machine on which the guard was removed, due to tl entire head having been replaced and the new head not having been place. That operator Is now in the hospital. As a result of that a dent another guard has been perfected which is 99 per cent effects This is the same type of machine with the guard removed. In this picture you can see the spring or sheet metal guard that mentioned a few minutes ago.- Here is the corrugated roll. Your sto moves this way. There is your knife. The head case is here. "V brought down a similar sheet metal and at this point we placed a hs inch rod across and this sheet metal is wound around this rod. Tb C78 Fourteenth Safety Congress stiffens tliis entire assembly there and it allows the skin to go throu; on. account of the roll not being abrupt and having an edge. It does] come down to a point where the fingers go through, except to the leng of the nail of the fingers. That is far enough from the roll to avc a hazard. The firstT guard was installed about ten. days ago and t drawings are not complete yet. You will probably see it mentioned the trade journals and Safety News. If you are interested, we sh be glad to send you the information. This is a shaving room installation. There is plenty of natural lig and ventilation. If a skin is jerked in, this guard is very effective, reduces our accidents. "We found there was possibility of accidei and we did have accidents due to the operator being pulled in here a being injured by the end of the cylinder blades. We have overcome tl now. We overcame the difficulty by taking these end fittings and p ting 011 a spring that reduced the opening between the guard and t cylinder plate. The first few cylinder rolls were filled np with, babb as a test sample and worked effectively. On hand setting operations, the liability of injury is only in cases hernia. However, the work is not of a nature that would bring on hernia or even aggravate one. Tacking. The question of health is always uppermost in our mil The characteristic hazard is the falling of frames or the acquiring hernias due to lifting. We are beginning to study the subject of postu feeling that for some men our benches are too high and for others tl are too low, and we are trying to determine whether we have the hap medium. --- We keep our tackers shoes in good sole leather. We find in our tri ming room the women wear thin shoes and felt slippers. We are im tuting a campaign against that. Mr. Ckomm'eli.: Do you make them wear caps now? Do you m: them cover their hair so they don't get caught? CH.viKirAX Scjiwakze: No, we do not. Mr. F. A. Hoxxex.ttT The thought occurred to me that you might pi; a magnet under a truck to pick up these tacks. Mr. Cromwki-T.: I might state we put in a metal floor with lots holes in it. The holes were not big enough to injure anybody, these tacks drop through we sweep them out. Ciuirma.v SchwaSSe: It is a big hazard, especially if the boys hi thin sole shoes. The tacking machine, we all admit, carries with i hazard peculiar to it and pretty hard to reduce, and I should like hear a discussion onrthe guarding of these machines. Tbis picture shows a type of emery wheel we use for grinding blac Mr. Cromwell: Have you tried a glass shield? It does away w wearing goggles. It also does away with eye injuries. Mr. N. L. BraixaiTd (Swift & Company, Chicago. 111.1: In one of tanneries we have a handle up above where the guard is and the oj ator must reach up with both hands. y Packers and, Tanners Section 679 Chairman1 Schwarze: How do you interlock the handles with the coupling- device? ^ Mr. Brainabd: I don't recall. Mr. Cromwell: We put them in our plants. The first thing the fel lows did was to tie a rope on each of them. Chairman Schwarze: It is not fool proof. Mr. Cromwell: The only way to make it safe is to build a table out far enough so he cannot reach it. Chairman Schwarzk: We have a slide on that. That is one of the table guards interlocked with the foot pedal. It worked satisfactorily until we had to have a certain kind of stock and then we changed it. Mr. Cromwell: You will find your piece workers will not work on any arrangement requiring extra motion because it knocks off on their production. Chairman Schwarze: We have a fundamental rule that we shall not operate a machine that^ cannot be operated safely. We do not impose the hardship on the worker. That is part of the cost of the job. This shows a type of guard interlocked with the side motion of the machine coming down. ^Jt is not as satisfactory as we thought. Mr. Cromwell: Did you put in a stationary guard with about half an inch clearance? "Z Chairman Schwarze: Yes. Here is one with an adjustment--the paddle is in front. Mr. Cromwell: Two months ago we had a foreman in one of our departments try to fix _a machine which had become blocked. He took the two women operators off the machine but after a while one of them came back and didn't see the red flag on the machine. He had his hand over it and she threw Jt in motion and took his hand off. That is the trouble with the stationary guard. Chairman Sciiwakzet Are women satisfactory? Mr. Cromwell: They are better workers and do the work quicker. Chairman SchwakzHTT Do they take care of their own plates? Mr. Cromwell: careful. No, the men do that. We find the women are more Chairman Schwarzet: Do you give them frequent periods of rest? Mr. Cromwell: We never do. Mr. Brainard: We never do. Chairman SchwarzeThis is a brushing machine. You will recog nize the swinging motion of the pendulum brush. We have not had serious accidents on that, yet we feel there is a possibility. This type of guard was instituted twelve years ago and served well on all except goat skinst The goat skin glazers said they could not use the guard. Since that^time we have developed a guard which is an improvement over thisT A woman had her hand drawn in and it was GSO Fourteenth Safety Congress injured. Here is the improved guard. The old guard had a on here which gave better protection against the agate. fdec The question of lighting was a problem. We overcame that fcj? pal ting a stationary light, throwing a light down between the jem the machine and used illuminating paint to gain reflectiom. Mis. Cromwell: Did you ever try zinc--roll the edge? Cecairaiax Sciiwarze: No. The natural thing for the milterrlght t> do was to make it of wood, but the wood had no strength when tt cam in contact with the^skin. This is an emery buck wheel. It shows the exhaust here. Mr. Cboiiwell: Have you had a. fire from that exhaust.? Ciiaiioiax Schwarze: Yes. Mr. CKOitWEix: Do you use a sprinkling system to stop that? Citairseax Schwarze: We suspend these ducts on the lower flooi The exhaust ducts hang below and we have cut holes in the side aw they are big enough for a man to stick his head in. Mr. Cboaiwell: Did you ever put a sprinkler in? Cjexair:max SchwarziS: No. We have elean-outs on. the end and th hose goes in the other end, clearing out the fire. This show's a typical dressing room. This room takes care of ; man's working clothes. His street clothes are in a separate loekei The shower bath is between the working room and the lockers. Th man comes in in the morning and puts his street clothes in the locke: and puts on his working clothes and on the way out he takes a showe bath. The more recent designs call for drying facilities for workinj clothes. This picture shows our level loading platform. The old type of plal form caused hernias, but in. this type of platform you have a level run way right into the car. AVE33HESDA1T MORNING SESSION Chau{jia-\ Schr'akze: order. Gentlemen, the meeting will please come t The Nominating committee recommended for officers: O. P. W. Cromwell, Central Leather Company, Chairman; Harold P. North, Swift & Company, Vice-Chairman; Henry W. Schildt, Plankinton Packing Co., Secretary. Mr. Thiel: I move that the recommendations of the Nominating committee be accepted as read and adopted. The motion was seconded and carried. Cecairmax Scjiwarze: The first subject this morning is "Securini Cooperation of Tannery Employees." Mr. Wm. Campbell of the Graton & Kjnight Company, Worcester, Mass is unable to be with us and Mr. Walter S. Smith, Safety Engineer of th Wisconsin Mutual Liability Company of Milwaukee, Wisconsin, ha prepared a paper on "the subject. Packers and, Tanners Section 681 SECURING COOPERATION OF TANNERY OFFICIALS Mr. Walter S. Smith: What is cooperation? One cannot cooperate alone. It requires two of more persons and in order to cooperate success fully there must be an exchange of ideas. Where shall we get those ideas? I believe it is admitted that one does not find tannery employees or laborers highly educated, perhaps not even moderately educated. In many instances, they are men who do not even understand the language of our country. So it is a pretty hard matter to get the man to cooperate with you who does not understand what you say to him. The average safety bulletin has no meaning for him. So other means must be adopted in order to get him to understand the safety idea. The man in Russia, in Poland, Greece, or far off China, gets a lot of fun out of the comic antics of Charlie Chaplin in the movies, so I sup pose that as time goes on, moving pictures will be used more and more to get men to understand the safety idea. Moving pictures, I believe, the universal language; will be the one thing that we will have to depend on more and more as time goes on. Where does cooperation start? It is my impression that cooperation begins down at the employment office. The first contact made with the new employees is most important. The impression that the new employee gets of the entire works starts right there and the person that meets the new employee ought to be one who 'is naturally courteous. As he conducts the new employee to the department in which he is to work and turns him over to the foreman --I believe it is admitted the foreman secures the greatest safety cooper ation in the plant--he should be made to realize that he will receive courteous treatment. " New employees are, of course, nervous when they come' into the plant for the first time. The foreman in teaching them their duties for the first time should explain the hazards of the occupation and not let that man start work., until he does understand all the hazards. If it isn't done, the accident list will be swelled. We are all interested in keeping that accident list down to the very lowest point. I have seen a green man on a dangerous machine for the first time almost immediately go to the first aid hospital. Good judgment is necessary in making a man understand the dangers and placing him on work he is physically and mentally able to do. After a man becomes acquainted with his environment he may he given more responsible jvork if his mentality warrants it. Then, some times, persons holding "executive positions take an attitude that laborers are just so much ignorant scum. It seems to me that right attitude creates right atmosphere and you cannot get good cooperative results without it. A laborer can sense your attitude without a word being said. I don't need to tell you that the constitution of the United States is the greatest cooperative document ever written. One of the basic principles on which this country is CS2 Fourteenth Safety Congress founded Is t-liat every man has an inherent right to the pursuit of hap ness. When a man is seriously injured, a good part of his happim ceases. He never will be quite as happy after he has lost an imports member of his body. For instance, if he loses his finger or his arm leg he 'will never be as happy as he was before the accident. We also read in the constitution something about the preserving domestic tranquility. Your job and my job is to secure, if possit tranquility, and it seems to me that if we do our job right we will a good deal toward preserving domestic tranquility. . Safety is such a far reaching matter that it seems to me sometin that the very life of the nation depends upon its proper administrate Another point, we as safety men ought to back up, is to encourc every safety movement in the communities in which we live. Let help in every way that we possibly can the men who have charge the affairs of the National Safety Council, let us help ourselves by h< ing others. Safety is every man's job. No matter what your connect with the plant majTbe you are a safety man. If you knew of a hazardous condition that had been overlooked, wi out question you -would report it to the proper persons---that would cooperation. You men are good safety men because you inherit safety idea. If yourTfrandfather had been a careless man and got bum] off. why of couse, you wouldn't be here. To me, one of the most promising signs of the present is the t; of employer that we have in America today. We still have some of old school but I believe they are in the minority. Just think foi moment of the thousands of employers that are back of the safety me ment, heart and soul, determined to put the United States in the fr rank of safety and To keep it there. What a splendid thing it wo he when that goal is reached for you to think that you had an portant part in making it so? The hardest battle to fight in this world is the battle against self ness. One cannot be a good safety man and be selfish. He cannot a good safety manTjU: he constantly "thinks of his interest. We h heard that self-preservation is the first law of nature. It seems to that that is the first law of selfishness. Personal safety is interesting because you only are concerned; pi safety is not quite^so interesting because others beside ourselves included. As we work out our . destiny, as we approach the higher order civilization, selfishness is bound to recede, and our consideration for welfare of others will take its place. What part does psychology play in the securing of cooperation employees? The better you understand the working of the human n: the better you will understand the minds of the employees over wl you have charge and those who come under your supervision. It help you to discover their point of view. I didn't intend to bring in the talk on selling this morning bi Packers and Tanners Section 6S3 think: it is important to sell the worker on this cooperative idea in safety. Unless you know the contact point of the employee, cooperation will not be forthcoming. Psychology will give you the key to the employee's ego. What is ego': It is a man's pride o_opinion in himself, and the better you understand that pride of opinion the better will you be able to plan your cooperative campaign. -- Psychology shows that to instill fear into the employees will not hell safety. Pear creates nervousness and an accident atmosphere. It closes the gate to safety. Create a confident and courageous atmosphere and safety is yours I am going to quote St. Paul on that. He said: "The thing that feared has come upon me." And so I want to say to you, gentlemen cultivate the courageous attitude and safety will be yours. For instance, say I believe that this is going to be a good safet; week. Phrase it in any way that you choose. I believe that we wil have no accidents this week. You have all probably had safety weeks in your plants. You wer striving to go through an entire week without a single accident an you have succeeded. JVhy? Because everybody thought safety. I said something a few moments ago about ego. If any of your en ployees furnish a workable safety idea, see that you remember tba Give them, a little kindly recognition. Now, undoubtedly, through the talk this morning, I have mentione a. lot of things that were old but we have to keep threshing over til straw until we get every kernel of wheat. The motto that interests me particularly at this time is this: "Th only difference between the difficult and the impossible is that the in possible takes a little more time." Another mottor, oim with which you are no doubt familiar, is: "Gi"v to the world the best that you have and the best will come back to you It is easy to speak of one's ideals and aspirations. I would like 1 speak of mine. It seems to me that my highe'st aspirations would corr under the head of service to my fellow man. I hope I may continue unt the time comes for me to cross over the great divide to make life saf< and happier for those with whom it is my good fortune to live at to work. Chairman Scttwarze: Mr. Cromwell, I desire to turn over the chai manship of this committee meeting to you. Chairman Cromweix: Gentlemen, I appreciate the honor you ha' tendered me. I want to do everything I can to further the progress this section. If you have problems to discuss I shall be glad to help yc in any way I can. Have you any questions? Mr. W. P. McCiellan: I would like Mr. Smith to give his views < safety committees. Ms. Walter S. Smith: We well know that almost every plant h safety committees and I am a great believer iff them. I have helped 684 - Fourteenth Safety Congress start many safety committees and some of them are doing splendl while others are just running along. I look over the reports about physical condition of the plant. I find, that everything is O. KL and wl I visit the plant I find all sorts, of hazards. Then I know the saf organization is only a matter of form--that isn't honest and it is cooperation. Ms. McCr.Er.LAX: The reason I asked that question was I helped organize a committee in your state and it is one of the best commit! we have. Since then one of our lumber companies had a hard ti in getting started and I finally received their report. It took me th months to whip that company into shape. Mr. H. W. Schilpt: I believe the employees' representation plan i great aid in getting the cooperation of these employees. Many qi tions regarding accidents, come up that no one hears aboat if it vu for these meetings. Mr. McClellax: We have two employee representatives present, would like to ask for- their views on that. Mr. Harry Thiel (Armour & Company, Chicago, III.): When I i appointed on the safety work I thought it was all I had to do to j attend the meetings but I find the more you get around to see. the m interesting the work becomes. As I believe Mr. Smith said this morn] there is a whole lot of cooperation necessary to cut down your accxde: Mr. McClellax: We hold a "No Accident Week" every six mom It is generally the first week in May and November and this commit of employees' representatives circulate throughout the plant and talk the employees. These men have nothing else to do but talk safety. Mr. Harry Thiel : In the packing house, not in the tanneries, we h divisional committees. There are four divisions, with a safety comi tee in each division. Those committees report to the employment u if they notice anything wrong and his report is turned over to the < ference board, who in turn investigate it and handle the matter ri away. ChairaxAx Cromwell: Do you have discussions once a month dui the noon hour? Mr. Fbaxk Siebert (Armour & Co.): No, we speak to them e\> Tuesday afternoon. 'We take so many departments one Tuesday af noon and talk to the men and then the next time take a few m departments. ^ Chairmax Cromwell: ,, Do you talk on any subject other than a dent prevention and fire hazards? Mr. Fkask Siebert: Yes. Such as backing up trucks against stairs when people are going down; fire plugs; rubbish; going xoofs, etc. - Chairmax Cromwell:.- Some of our safety committees meet at se o'clock in the evening and the meeting runs through until eight or n -thirty. Those are in the smaller towns where the men don't .h diversions as you would have in a large city. Sometimes they bring i Packers and Tanners Section 68 fellow with a violin or cello and he furnishes the entertainment fo fifteen minutes and gets them in good humor in a social way and the they get down to business. Mb. Frank Siebert: Wherever we make recommendations, we han in reports to Mr. McClellan and check up and see if the matter is a tended to. If it isn't we see the superintendent of the department an step on him. Chairman Cromwell: How about you Mr. Schwarze? Mr. F. A. Schwarze: I should like to ask Mr. Smith about the insu ance risk. The old time foreman may be a good foreman but he obstinate to new methods. He feels the men should take care of thei selves. The employers have to pay the premiums but it is productic he is after and because he is a good craftsman the owner of the pla: doesn't want to get rid of him. He is the mainstay of the organizatio What do you do to sell a fellow like that who in spite of repeati accidents in his department maintains that attitude? Mr. Walter S. Smith: With reference to the obstinate person in tl plant, I must say that my experience has been that I do not meet ve many of them. I try to get on a friendly basis with everybody wi whom I come in contact, and after we are acquainted I begin to ta up the safety problems that pertain to their particular establishmei When I go throughdhe plant they seem to find out in some mysterio way that I am going through the plant for their good. I am not ref ring to the foreman alone but the employees in general. After all. gentlemen, what are we trying to do? We are trying establish the safety habit. Just think of the force and power of ha in each one of us. If you get employees started in the safety habit don't think you will have much trouble. Chairman Cromwell: It is important to have your safety committ Last year in one of our Chicago plants, a man wanted to put an ext sion cord ija an ordinary light fixture overhead to look into a wh to see if . the hidesJwere all right. There wasn't a lamp in the cc socket so he got a ladder and hooked it in and meanwhile somebc had stepped on the lamp socket. The floors are always wet in the sci house. The fellow picked, up the light off the floor and it killed h It was 110 volts. If we had had a safety committee right there < had performed resuscitation on that man, he would he alive today. Mb. Walter S. Smith: I was wondering how many present dc believe 110 volts will kill a man? There are many who do not kr that 110 or 220 volts will kill a man. Chairman Cromwell: If a man's body is coated with perspirat it will kill him. ^ Mr. McClellan: If he has a weak heart he will die on less than tl He has no resistance and his vitality is low. Mr. Walter S. Smith: I want to inject at this point to disabuse y minds about the weak heart theory. It has been my privilege to att a lecture where they made a post morten examination of a man ki 686 Fourteenth, Safety Congress by a. 220 volt charge. He was a young man in first class physical condi tion. He was a college athlete, his heart especially was good and volts current killed him. I saw four cases last year; three were killed with 110 volts and one with 220- Mr. Cromwell brought up an important point--resuscitation- I believe those four men, if they had had prompt resuscitation, would be alive today. Ciiaxrmax Ckomwell: Every one of our safety committee beer taught the prone pressure method and every one of the safety committee are foremen In some department. Mn. \Vax.tke S. Smith: If an accident happens, it comes suddenly. IE your safety committee isn't around somewhere the person is going to pass away. It seems to me there ought to- be a number in every large plant who understand how to resuscitate. Your opportunity for saving a life is very great. It is likely to happen in a plant or even away from the plant.-- I know of a case where a man working for an electric company was out driving one Sunday afternoon with his wife. Ahead of him he noticed a crowd of people gathering and he got out of his automobile. He noticed that a mainwas lying on the ground and his motorcycle was tipped over. It seems^the person who had been riding the motorcycle had tipped over and his face was right at the exhaust. The engine had kept on running and people standing around took it for granted that the man was dead, but this man had been, drilled in resuscitation meth ods and in ten minutes^ he had the man on his feet ready to start for home. Occasions such as that are likely to happen at any time. Chairaian CromwellT In your large plant it is well to take in your straw bosses and your men in charge of departments. Mb. F. A. Hoxsell:^Is it better to stress the point of having the foremen do that work ?r to get in touch with the medical department and have a doctor there in a few minutes? Chairmax Cromwkix: I would start my man right away on resusci tation and start another man for the doctor so as not to take any chance at all. " Mr. F. A. HoxxkLT.r Can we discuss first aid kits in plants where medical departments are maintained? Chairman CromwelI^ Minor first aid? Me. F. A. Hoxxeix: isfo. major cases. Don't you think you are getting into trouble if you have first aid kits in all departments, that the em ployees are liable to cut a finger or scratch a hand, a minor injury, and doctor it up themselves? Don't you think they are more liable to infection? We have stressed on attention to minor accidents, in fact, we went so far as to get a bulletin out on one of our employees who had a scratch on bis knee. We put here, Mr. Jones, who didn't go to the doctor for attention on a slight injury as against another man. who had a similar accident and got medical attention immediately. We have had three or four of those cases where a man has a stiff finger because he didn't go to a doctor. I think these bulletins do a great deal of good Packers and Tanners Section 687 and I am. a little afraid of the first aid kit because these men get away from the medical department. Mr. McCXeixait: We are very strict on first aid. We do not allow any first aid kits in the plants. We have a staff of doctors and nurses and our chief surgeon will not allow any arnica, bandage or iodine in the plant. He insists that every scratch of any kind come into his office where they take a full detailed statement and can watch the patient, but in two plants in Chicago where they are quite removed- from the plant doctors there is a first aid kit kept by the time keeper who is posted on how to give first aid. He fixes the patient up, calls for the ambulance and sends the patient to the medical department. In th packing house proper there is no first aid kit. Our doctors are verj explicit on that. Mr. F. A. HorrxExjc,: ^ That has been our experience in places where wi have the medical department the full time. We don't allow any firs aid kits in those plants but in the smaller plants we don't have full tim doctor service and we have somebody in the time keeper's office to handl the cases. If any of these cases are serious they are sent to the hospita If it is a minor case the doctor visits the plant at certain intervals eac day and the man comes to the doctor's office during the doctor's hour the next day. " Mr. McCleuax : In connection with that, there was a resolutio brought in by the employees' representative wanting a first aid ki They argued that it was a waste of time for a man who had receive a blow from a hammer to run half a mile to the doctor's office. If the had a first aid kit they could get the time keeper to attend to it. TI matter was finally referred to the medical department. They didn't wai to get the case after it was necessary to amputate a finger or arm; th< wanted the case at the beginning or not at all. They won the argumer Mr. F. A. HoxxErxT" We had the same thing come up but that was f> night service rather than day service. We don't have doctors at nig but they are subject to call. They wanted a first aid kit in the boil room. We don't allow first aid kits in the. plant. Mr. N. J. Brainard : Our medical department is the same as A. mour's. The first aid kits are not allowed in any departments. "V have had the question come up at different times. In one or two i stances where there is a department or some -branch a consideral distance from the doctor's office they are given a first aid kit with sor , one, usually the time keeper, who is fully instructed in the use of it, b our experience has been the same as theirs and the reason is the san The doctors insist on getting the cases, for placing the kits in t department encourages self-treatment, which means no treatment lack of treatment and that is how some of these cuts and scratches 1 come infected. ji Chairman CROinvErx: What has been your experience, brother? Mr. F. A. Maguire ^Milwaukee Association of Commerce) : I find tt it is very satisfactory to give definite first aid courses to their key m 690 Fourteenth Safety Congress of money. We have had the satisfaction of seeing our pulp and p mills change froiaidangerous, unsafe and in some cases unhealthy p] to work, to reasonably safe and healthful places to work. Guarding sensible safety engineering have been important factors in brin about these gratifying results. The value of guards is so well ui stood today that no thinking executive considers a machine com; without adequate safety guards. However, the conviction has come to us that even the most intelli guarding of machines does not solve entirely the problem of acci prevention. After all possible guarding has been accomplished anc have brought about safe conditions in our plants, we have still the liu element which brings us to the subject, "Body Inflicted Accidents." Body Inflicted accidents, for the purpose of this paper, are thosi cidouts which cannot be prevented by constructing guards. The frequency of this type of accident has brought it forcibly to attention and challenges, our best efforts to determine their cause to bring about prevention. When we examine the causes of such accidents, we find that they numerous, but perhaps the chief causes may be set down to: Confusion, due to poor or excitable leadership Carelessness 12 Horseplay 2= Ignorance . . Monotony Thoughtlessness Stupidness 2= Physical defects Absent mindedn^s Awkwardness. " Carelessness extends beyond the average man and quite commonl have accidents dueT to foremen or superintendents who fail to ins new employees about dangerous practices or places. A foreman who to point out dangerous places and practices to a new employee is t< mind unfit to be foreman and is a hazard. If he fails in this plia: his duty, he will certainly not do justice to his job in other resi We are all familiar with the men whose misdirected sense of la causes injury to others. Ignorance Plays An Important Role Ignorance plays an important role and is the cause of many accid The ignorant worker is often the cause of injury to himself an others. ^ Physical defectsiare sometimes the cause of accidents, especially tlxe defective employee is misplaced, through thoughtlessness of men. It is not necessary to refuse employment to persons with s physical defects, hilt It is certainly our duty to see that a man or w> is given work where his or her particular impairment does not const a hazard. Paper and Pulp Section 691 Absentmindedness perhaps is not a frequent cause of injury but I have seen several accidents caused by it. On one occasion I saw a man walk ing on a track between two mill buildings. A switch engine was com ing down the track with loaded coal cars. The brakeman was standing on the first load, of coal and shouted frantically. 33y-standers including myself did the same, butPthe man continued to stay in the middle of the track and was run down. He was very badly injured and after months of suffering died. It developed that this man had an unusual amount of grief in his home and his mind was on his troubles to the exclusion of everything else. In the wood yard in the unloading and handling of wood accidents may occur which cannot be prevented with guards. Where ordinarily wood stakes are used with the common stake pocket and the stakes are cut with an axe, if the men cutting the stakes are not properly in structed or fail to followl safe practices or are awkard, serious or even fatal accidents may occur. One accident in which I was called to give testimony in court proceedings was caused through the inability of the man to use an axe two handed. He was accustomed on this account to stand between the skids to cut the last stake and depended on his ability to get away when the load fell. He did not get away fast enough which resulted in very serious injury. Of course the foremen should not have allowed this man to do that kind of work. When locomotive cranes are used, as they are almost universally, ac cidents occur. Th=e men. should be supple men and be able to move reasonably quick. Poorly stacked wood may cause serious accidents, es pecially if the wood is stacked to any considerable height, especially pealed wood. It is a good plan to lay strands of car wire through the piles. This will prevent the pile from sliding. The wood room operations present many hazards. An excitable man, especially as foreman may be tbe cause of acci dents. The actions of an excitable man tend to confuse and excite his fellow workmen. A foreman may know' his work thoroughly and be a glutton for work, but if he becomes unduly excited and precipitate, he is likely to cause injury ter^himself and others. In tbe din and noise of a wood room excitability seems to be aggravated. In one case in my experience this resulted in the man who was at the switch to start the motor, mistaking the shouting for the signal to start, the motor. The man who was taking out a jammed piece of wood between the sprocket and the conveyor was very seriously injured. Digester Room Hazards May Be Serious The digester room hazards, while not of great frequency, may be very serious. On two occasions I have known new cook's helpers to begin to take the head off the wrong digester and in one case the helper actually loosened the head sufficiently to-blow the gasket. This resulted in a very serious accident. The cook's helper should be a man of more than aver age intelligence, and certainly should always be instructed as to the ____ _ 1* 1 Ann Tin line 692 Fourteenth Safety Congress been properly instructed, is likely to turn cold water from tlie bo to the hot digester shell, a. very dangerous practice. There are hazards working In the chip loft. When men, especially foreigner: do not understand English, are sent into the chip bin to shovel and after catching up with the work, lie down and even go to sle the chips an accident may result. I have known two men to be d through to the digester in this way. All those familiar with co practice know the danger of permitting employees to stand- or through while the digester is being blown. If the blow-off pipe exp there is little chance for escape. Numerous serious and some fatal dents have occurred in this way. Most State inspectors insist on avenues of escape from the top floor of digester buildings, but ii case they should always be provided. may be urgently needed. There is no telling when The blow-pits are usually substantially built but .certain dang practices may cause accidents. A careless man or one who does not ize the danger may permit the blow-pit to be filled with water ii of putting a foot or two on the bottom. If the digester is blown at pit is full or nearly full of water, the pit, if circular, is likely tc away with serious consequences. The tbps of pits have been blov in this way and men scalded by the hot stock. If the pits are tl timber pits built square, they are liable to burst and endanger the of anyone in the Vicinity. One of these old timers broke with such as to knock down a digester and part of the walls. Fortunately are only a few bf these remaining in this country. In the average wet room there would seem to be few dangerous i yet accidents occur and some of these have been fatal. Those of yoi read the bulletins of the National Safety Council may recall that time ago attention was called to the danger of reaching behind a roll to pull out stock when the press was jammed. This warnin; accompanied by a photograph taken at the Northern Mills by Mr cock. Since that lime a fatal accident occurred in a mill in the I West in exactly the manner shown in the picture. If that bulleti been used with the picture displayed, it is likely that one fatal ac could have been "avoided. Slippery Floors Cause Many Accidents A cause of frequent accidents in the wet room is wet floors, steps, etc. These become slippery and men hurrying over them sli fall. Some of these accidents are due to reckless haste on the p employees, but a far greater number are due to lack of thought signing and building. There is really no reason, why there shot water anywhere except in process and under the different mac Adequate curbing and gutters will confine the water so that it do constitute a hazard. In the heater room there is usually a good deal of pulp piled, the pulp is in laps especially there is danger of accidents unless th doing the piling have been shown how to pile properly, and folk Paper and Pulp Section 693 structfons. It does notTequire a very large pile to severely cripple a man when it falls. I recall one accident where a man had a leg fractured in two places by a pile that was less than an ordinary truck load. When the outside edge of a pile of pulp dries, that side tends to lean forward, and unless the laps have been bound together by opening some of the laps, the piles will fall, especially if there is much vibration, as is usually the case near beaters. It is worth while to give pulp piling close atten tion and to see that the men understand how to pile pulp. The paddle used in beater room work appears an innocent thing, but I know of one workman who lost his life handling one. Presumably he had somehow struck the revolving roll in such a way that the paddle flew back and struck him. The paper machine room is not the right place for a man who is slow in action and we have to have supple men, but the man who acts on quick impulse is likely to cause Injury to himself and others. For want of a better expression L would say the man who makes haste slowly is needed for this work. While I have no figures to show for it, my ob servation has been that machine room men are more likely to get infec tion from small wounds than men in average work. Perhaps this is due to the fact that they work with very little clothing and consequently bring their skin in contact with hot surfaces, wood, etc., and become so accustomed to having slight burns or injuries that they fail to have them attended to. _ In the handling of a spear on a paper machine a man who is reckless may cause injury. I recall an instance where a machine tender was spearing paper from the dryers, using the dull end of the spear. He drew the spear back suddenly and struck a boy with the sharp end with such force that the spear went completely through the forearm. Too much familiarity with slitters or other moving parts of paper machines frequently cause painful injuries and much lost time. I know a young man who bas been injured, tliree times and once severely while trying to adjust a slitter while it was running. Now as to the remedies, I believe a great deal can be done by more careful selection of employees when hiring, more careful instruction to new men coming into the mills, or to old employees when they are given new work. Sell our foremen completely with the safety idea, so that they in turn will pass it on to those under their charge as a matter of course. Stress safety by giving our time to it, and by setting safe examples on every occasion. Try to bring about a process of evolution that will make safe working practices a matter of habit and almost instinct to workers. Cuairmas Hotjcvx: We want a full and free discussion. Sam Pruvx (Finch Pruyn & Co., Inc., Glen Falls, N. Y.): I would like to ask the speaker if he has any ideas regarding the elimination ol accidents caused by ordinary wood hooks. We have a lot of accidents 694 fourteenth Safety Congress caused by the pulling out of the blocks and striking the boys in t face, particularly over the eyes or around the eyes, Ms. Davtbs: I haven't any suggestions to make with regard to t tools you use, only to suggest the better selection of employees; the rlf sort of a man properly trained who has safety in mind, will probal not be injured in that way. Chaibman HovaiSs: Has anybody else anything to offer along tl line who is using wood hooks? W. A. Gleasox (Hammermill Paper Co., Erie, Penn.): I might s we have had a great deal of experience and a great number of accidex with wood hooks. In tlie first place, we got the men's idea of the b< type of hook, and we found out that the hooks which we originally fi nished them were not of the right type. The hook that we have adopt now has a very large handle, and the men wrap some felt around t edge of the hook so it makes it very firm in the hand. There is a lo shank between the handle and the round part of the hook. The ho itself is nine or ten inches in circumference. Then, too, we ran a ser: of illustrations in our paper on the right and wrong way of usi hooks, getting the men themselves to posh for that. One man wot illustrate how he strikes the hook into a log and pulls it back, with 1 partner standing close by him or passing by him. Of course, that w not eliminate all the danger. We do have accidents from men getti the hook too firmly embedded in the wood, falling from the tops of t pile. We had a great deal of success in getting the men themselves pose for the pictures, and had camera shots made of them and enlarge We posted them right out in their station. P. H. Rosebush (Nekoosa-Edwards Paper Co., Port Edwards, Wis. We don't use any hooks at all, and I would like- to ask why they fl: it necessary to use hooks. We have three wood rooms, and when th have occasion to use anything to handle the wood with, they use a. picl roon. So my suggestion would be what you find on the label of the burlap wrapped bales "Use no hooks at all." A. A. Lowe (The Paper Industry, Chicago, III.) : Don't you think it a matter of misunderstanding more than anything else? I think 3V Pruyn is talking about an-ordinary pick that is used in the wood yar Mr. Prutx: It is la handle about fifteen to eighteen inches long wi a steel hook on the end. Mr. Rosebush: Wcall them pickaroons. They are used in the vai The handle, Mr. Chairman, is as long as an axe handle. Ciiaiemax Hovmax: i think you probably are all familiar with t! two kinds. They have the little short ones that you can use with o hand, and the long ones as long as an axe handle that, you can use wi one hand or both, hands. Mr. Ghasox : We ane both the hook and the pickaroon. The pick roon, of course, is three or four feet long, but in addition to that we u a wood hook, which is not more than twelve to thirteen inches, t handle and all. They pick up the wood with that, particularly the ei . a-:. iUI, Paper and Pulp Section 69 of the log, catch, it with the other hand and throw it. Our operation requires them to throw the wood a distance of four to five feet fror the pile to the outer edge of the car. L. O. Bonneb (Mead Pulp & Paper Co.,- Chillicothe, O.) : I would lik to ask the gentleman what size wood they handle. Mr. Gleason: Four foot lengths. Mr. Pkuys: Ours is two foot length, running from six to fourtee inches in diameter. Mr. Bonner: We use about four to four and one-half, running an; where from four to ten inches. We use no hooks or pickaroons. Mr. Pbuyn: Do your employees wear gloves? Mr. Bonner: No, sir. Chairman Hoyman: The best way to find out anything is to as questions. Has anybody else anything to ask? ^ Mr. Lowe: I would like to know how you do it. Mr. Bonner: They pick the wood up in their hands. They use 1 hooks or pickaroons in the wood yard. Chairman Hoyman: What kind of wood is that? Mr. Bonner: Part of it is peeled and part is not. Chairman Hoyman: Dry? Mr. Bonner: Yes. Chairman Hoyman: It is quite light, isn't it? Mr. Bonner: YesT The majority of it comes in cars; it is gre wood. Our supply of wood is kept far enough ahead so that the wo they are using in the wood room is probably from ten to twel months old. Mr. Lowe: Have you any idea liow much wood you expect a man handle in eight hours? Mr. Bonner: Our wood room uses 105 cords in twenty-four hou They handle that wood in about nine hours; three men handle it in t chipper. Of course, more men than that handle it, but that is the nu ber of men that feed It in the chipper. Mr. Lowe: I have seen men handle about twenty cords in eif hours, but they have a hook,- and they drag it on the floor, four < wood. They would never get anything done if they picked it up. Mr. Bonner: Our wood is all four and four and one-half. A. F. Palmer (West Virginia Pulp & Paper Co., Tyrone, Penn.) : just wanted to say JCjthis gentleman said he didn't use any hooks of kind) neither does our mill. I think the best way to do would be each company to send their man around to the different mills, and tl you could find out what was best. We cut, I imagine, 135 cords in i teen hours, but we don't use any hooks. We don't often have accidei We sometimes run a month without any accidents. When they hap; they are only minor. I believe the conditions are different in ev place. You would have to go into detail of the piling and handling : all. I don't know just exactly, hut I believe ten men do the unload 696 Fourteenth Safety Congress and loading on the truck, four men on the shift do the cutting j chipping. We don't use any hooks only for putting them off the < veyor into the mouth of the chipper. E. AtrctrsTus (Mead Pulp.& Paper Co., Chillicothe, O.): I might In connection with ours, a lot of this wood, or probably the grea percentage of it is wood that has not been split. It is simply a pee log, and there are no slivers, or very few slivers on any of these sti< They load this on from the wood yard, put it on the wagon, bring it the chippers, and the men feeding the chippers take it off the wag The fellow on the wagon hands it down to the man feeding the chipi Three men carry the wood over to the chipper. Of course, the r working on the nine-hour shift have to get enough wood up during nine-hour shift to supply the digesters during the night. That is pi ably one reason why we have had as few accidents as we have, beca of the fact that this wood is all peeled. It is poplar, willow and cotl wood, soft maple, and it has been peeled in the wood yard, and all slivers taken off, so there is very little possibility of a man gett slivers in his hand. The only accidents I recall, that amount to anything, are where n allow the stick of wood to drop down and hit their toes. Mr. Pktjyx: Of 'course, that will happen with hooks or not. It pends on your operations and the kind of wood you use. Our wood sent from the grinding room up to the conveyors. We try to keep men's fingers away from the conveyor. The best way is to use a w hook. I might say in regard to the accidents on the face and aroi the ejres, we have not had a single serious accident yet, but they h come so close to the eye, there was great danger of putting their eye Of course, that particular thing is caused in the winter by the wood ' being frozen and the men not getting a sure hold on the block bef they start to. pull. The force of the pull makes it strike them in the i R. S. Tctrver (West Virginia Paper & Pulp Co., Mechanicsville, N. "i I think the fact that the men are struck in the face with the hooks because they are hitting up on the stick instead of down- If they to the side, they are liable to be struck in the face. We had that < dition, and we have sort of gotten away from it by advising the n or instructing them to strike down and hit the wood on the top rat than in under or diT the side, unless they strike away from themsel' and there is nobody working on the other side. CiiAiRsr.vjr Hoyseak: There is probably a lot to it, that there different conditions to contend with. Is there any other question ; would like to ask? Secretary Peacock : I would like to ask Mr. Davies whether his perience throws any light on the trucking problem, trucking pulp. Mr. Davies : I run: into plenty of accidents on trucking. I don't kn but wherever it is possible to have the storage, I prefer to use the truck. There is a great deal less trouble with that, in my experiei than with the ordinary truck. We have had a good many accidents v Paper and Pulp Section 697 the tongue of the truck, men tripping over it. I think that problem is solved by putting a spring that automatically pulls the tongue up when a man lets go of it. Concrete floors with broken spots are very bad for trucking, I find, because a man going along will strike a hole on one side; one wheel will strike the hole, throw the tongue around, and it it is very likely to throw the man down. If he is moving along at a pretty good rate, the loaded truck will run into him. Then, in a good many mills there is not very much done to tie the laps together on a truck, when they are hauling big loads. Whenever a load is more than 1500 pounds of ordi nary wet pulp, I think it should be tied together by open laps, and the laps will hold them together so they won't fall. Chairman-Hoystan : Mr. Davies, a while ago, spoke about eliminating the accidents when you are hiring men. I was just wondering how many people here have physical examination upon entrance for em ployees. Let's see the hands. (Five.) That Is something we might get a little light on. I wonder if one of you gentlemen would attempt to tell us what benefits you derive from those examinations. Who will tell us a little about that? Mr. Peutn: Before you start that, may I ask a question? Does the examination include all employees already working when they started the system, or does it only include new employees? Secretary Peacock: f was going to add one question. Mr. Davies referred to examination of eyes being conducted by some mills in his neighborhood. I think Mr. Umberham of the Fort Howard Paper Com pany hasi put the system in. Maybe he will he glad to tell us of the examination of eyes which can be conducted by mills that don't have the complete physical examination. It goes a long way towards pre venting hazards. Mr. Turner: We started examining our new employees about six months ago. Last week I wanted two men for the wood room and I had four applicants for the job. Two of them had fully developed hernias. One young fellow about twenty years of age had an undeveloped hernia. He was broughtZin by an uncle of his who was a wood room foreman. Under ordinary circumstances that boy probably would have been given a job, with the result that some time later probably we would have had a fully developed hernia on our hands and hospital bills and compensation. In that case I didn't take any one of those three men, because you all know that job is particularly heavy at times and a. man would be liable to strain himself. We give them a complete examination including the eyes and hearing, and we have caught a lot of hernias in that way. Chairman Hoyman : If the men went back and had some corrections made, would you take them back. Mr. Turner: Yes. I had an experience of that nature recently in which a man came in looking for a job. He had a hernia. I told him 698 Fourteenth Safety Congress if he were physically fit we would give June, was operated on, and came back to work. -- him a job. a week or He went so ago. I hom put Mr. Augustus: We have been giving examinations for the past or five years to all new employees. We don't have a reexamination, in so far as a man coming in for first aid treatment and minor inju In that case we sort of keep a line on It, but we have never attem to have periodic examinations. We don't think it good policy, bee there are a lot of employees in the plant who have been there fil and twenty years and they probably couldn't pass a physical examim now, but they are in most respects all right for the job. When the' to the point where they can't hold down the jobs, they are e changed or put oit the pension roll. Mr. Palmer: ITbelieve our mill is one of the mills that has exan all the old men. We found by personal observation that the men been satisfied it was a good thing for themselves, for the reason lots of times a man has defects as he grows old, and he doesn't 1 of going and having an examination' to know of those defects. Virginia has found that those men have profited by if for the r< they had developed defects they didn't know about, and therefore go and get them corrected- One man had a high blood pressure. The doctor examined him told him he could correct it by putting him on a diet. That is of b< to the man. WeZdidn't find only one man out of six employees objected to the examination. If the laws of the state say we mu so-and-so for a man when he gets injured, I believe it is good fo company to take care of themselves in employing men that are he in every respectv This gentleman over here spoke about the ey know of a number of men in the plant that should have been we glasses years ago. When they took the examination, they couldn at all. When thex were examined, the doctor would tell them wha' wrong and tell them to go ahead and remedy the defects. We have an employees' relief that is maintained by the empli and while the company looks after it, they draw their pay from the : They also deductan amount from the men's pay to go towards the : In order to safeguard the relief this examination is a good thin cause if we have a new man come on, if he is examined and isn't minor defect; "XXX" is a defect which is rather serious, but we : be able to place that man in some particular department. The "XXXX" is the rejection class. We take a man in the "XX" or class, follow him up in about six months; call that man in for reexa tion to see whether the job he is on is having any influence on his c We find it is mighty fine. We wouldn't do without it. We are getting to our old employees now. When we transfer a even though he has been in our employ for twenty-five or thirty he undergoes an examination. In that way we are getting to all of Mr. Auc.xtstus: I would like to ask Mr. Palmer one question. Paper and Pulp Section 699 reaction have you found in examining your old employees; that is, old employees who do not come up to your physical requirements? Do you discharge the men? -- Mr. Palmer: The man gets the benefit. While the company won't lay off a man working for years and years, because he had some de fects, the mistake is that they didn't start to do the examining years ago. They merely have examined the old man for his own benefit, and they tell him if he has defects to try and correct them for his own benefit. I just want to say one thing that I omitted. If a new man. has de fects they may hire him, but they tell him he can't come to them for compensation. They hire him with that understanding, and they don't hire him as a permanent employee. We also have a pension, and that is the reason they hire the men temporarily. In this connection they merely hire a man, say7 for six months at a time and rehire him again, and we work it out in that manner. Mb. Faist : I might say when we ran over some of our old employees we found a man on the unloading crew, unloading pulp, with a hernia. We felt we could take that man off and put him on a job that was a whole lot lighter, and that wouldn't get rid of the employee. He would give you better service on the other job, because he could handle it better. Mr. Augustus : After you have made these examinations, do you find that the employee whoJisn't physically all right will attempt to correct his condition? In 'the majority of cases do you find they appreciate it and try to correct the defects? Mb. Palmer: In answer to that, this one man who had high blood pressure was told by the doctor to quit meat, and he immediately did. He went back in two weeks for another examination and he had dropped down to 190. Also, there were a good many men that had. eye defects. They immeiately went and got glasses. Chairman Hoymak: T am sure this is mighty interesting. body else anything to say? Has any C. E. Cox (Mid-West Box Co., Chicago, III.) : May I ask how often you have the examinations made, Mr. Palmer? Mb. Palmer: I just want to say we only started within the last three or four months. Mr. Cox: How often would you suggest? Mr. Palmer: I would suggest every six months, if the company wants to pay the bill. *??! Mr. Lowe: In this connection I want to back up Mr. Palmer. There is a paper company in Canada that takes tremendous responsibility for the employees socially. At the same time they try to justify their social work from a managerial standpoint. It is the publicly expressed opin ion of the management_that if twenty-five years ago they had started the examination proposition both on their old employees (and they examine the old employees now as well as the new employees) men 700 t ourlcenut safety un^ren they are putting on the pension list at forty-five and fifty t wouldn't be there. Jim Scully. a beater man. Just died, the other He was an old employee of the company. If Jim. had been looked twenty years ago, he wouldn't have died on the job two or days ago, and men who are going on the pension list, if they had looked after fifteen and twenty years ago, wouldn't be paid per today. The company supports the pension list and pays money f It is justifiable not only from a social standpoint, from a manaj standpoint, but it is worth while in dollars and cents, if you wa look at it in that way. There is one other thing I would like to ask. Mr. Davies sa: thought a good deal of the body inflicted accidents came from the : ance of employees. . I would like to ask the assembled company many of their companies either give a man a folder or a card im ately on employment, or give him instructions about safety befo: ever gets into the mill. (Ten.) I was interested in that because I that is pretty nearly the crux of the whole situation. Chairman Hoyman: I am sure you are getting something out oi Has anybody else anything on their chest that they would like to s right now? Mb. Faxst: Mr. Davies remarked about an accident which h curred. in which an employee, due to absentmindedness, due to tions in his home life, was not paying attention. Do you mal investigation of the home life of your employees? If so, does the : department make the investigation? Mr. Daxtes: No, we are not doing that. The accident I had in did not occur in our plant. Mr. Paist: interested. We had one of the same kind. --------- That is the reason Mb. Davits: IT mentioned that because I believe a great many we do have accidents because men have troubles, and they are mg about them while they are working and they forget everythin! They get absorbed in their troubles. I don't know what the n would be. Possibly some of the men here have had experience ii line, but my idea is if we knew more about the conditions exist] the homes of our employees, without actually prying into their bus it might help ns a good many times. It might he of some assista: easing up the sftzEKtSon. Nat. F. Bakxxett (ffolligswortb 4b Vose Co_ Boston, Mass.): a motion picture up at the mill with the authority of the mill, get motion pictures on health. One of the reels is on the care teeth and the body. Next month, on October 20th, I shall have thing else, but last month I had care of the teeth, and I had a c come there and explain to the men what it meant to take care teeth and what it meant to the children to take care of their teet One man complained of a strain in the back. It was some pu Pmjher mtmi Atrr&*m 701 settled in the vertebrae. He vest hum aad wanted compensation. I happened to run across Dr. Kflboarne -who said, "Do you want to go over and see Tony with me?" I said, "Sure." I go to the men's homes. I like our men. I have a personal touch with them. I went over, took a spoon and looked at this fellow's mouth. He had an awful set of teeth. We prevailed upon him to have his teeth taken care of. It wasn't an accident; it was the teeth. T Secretary Peacock: I would like to have Mr. TJinberham tell us about the vision test. Mr. A. Umberham (Fort Howard Paper Co., Green Bay, Wis.) : We completed an eye test in April. I think the percentage of defective vision ran about twenty-two per cent. Of course, perhaps our mill may be an exception, but we hadn't run a month prepiously without a lost time injury. From- the first of May until the first of September we had a clear record, no lost .time injuries; then we had two in September. I traced those, and one^of them was defective vision. This man was given reading glasses, but he didn't get regular eyeglasses- We traced this accident directly to the vision. After the eye test, we put on a dental test. The percentage of de fective teeth ran about eighty per cent of the people with defective teeth. The eye test was compulsory. We made every one, whether old employee or not, get glasses if they needed them, but the dental test wa not compulsory. Better than twenty-five per cent of the people have already had their teeth taken care of. Every new employee coming into the plant now has his eyes tested. If he needs glasses he has to have them before he can go to work. The eye test has proven that accidents axe cot down with good vision. Mk. Rosebush: If there is time I suggest that Mr. Dupemnlt of Green Bay give ns just a moment or two the of eyes. Mk. DcPEKR-vuti: As I go artxtnd to these different taeieurte* and see the posters up on the walls, it strikes me very ftoay when t think t some of the people in Chose plants that can't eves read thee gasttn. In your plant you have between twenty-five to thirty-five per cent that cannot see what they axe doing. They might be able to see things just as you would see through a cloud of smoke, or through a fog. but they can't see the work that they are doing. Take your one-eyed man. You certainly wouldn't employ a one-eyed man on a Job where there was a dangerous operation, yet you are doing it every day without knowing if. We run across cases where a man would repeatedly injure his left hand. He was"asked how his eyesight was. and would say it was perfect. Apparently in all sincerity he really meant what he said. Bnt upon examining that man's eyes, it was found the vision in his right eye was perfect and in the left eye he was totally blind. In taking the man off the job and putting him on another job, where he didn't have to use his left hand, he hasn't had an accident since. This man 702 Jb'ourtcenux tsajezy uonyrvtas was employed by a self-insurer. It was costing $75 to $S0 per montl left-band accidents. When we went into the Northern Paper Mills of Green Bay, and i the test, ninety per cent of the men that needed correction were t care of. They weren't compelled to be taken care of either. In regard to color blindness. Some of you have people in your i: try where color blindness is apt to cause you the loss of hundrei dollars. If you find the man and are able to control that factor, going to mean a saving to you. You all have peculiar operations in particular industry. I guess the paper industry requires a little effort for the correction or the control of vision. We found in ] mills, for instance, men working on the large wood piles fitted certain kinds of^glasses, certain types of glasses, were more liab cause accidents than if they didn't have any at all. I don't know as there is anything else I can give you right now out being prepared, but I thank you very much. (Applause.) Mit. Uaiberiiam: When we first took on this eye survey I wasn't on the idea at all. It took me quite a while to get acquainted wit fact we should go in there and have everybody have their eyes t I spoke of one case where a man was injured during September. H a truck off a tramway. He had defective vision and didn't have gl When we looked back over the record, we found he had been in three or four times this year. He has lost time due to that injury now has to have glasses. There is a clear case of a man with def vision getting hurt. Secretary Peacock: We have secured Miss Elderkin, head c Industrial Nurses' section, to read Mrs. Ostrander's paper and lea discussion. -- Chairman- Hoyman: You are ail acquainted with, the next sj so I am going jto turn the floor over to Dr. Baker, secretary < American Pulp & Paper Association, New York City. (Applause.) SAFETY IN RELATION TO THE FUTURE OF THE PULP PAPER INDUSTRY Hugh P. Baker, American Paper & Pulp Association, New York, After you gave me the privilege of speaking at your Buffalo m on "Safety in the Paper Industry," and after you listened at that ing to a very general discussion of safety in the paper industry interesting to me, as a man having very little to do actively witl safety work as you are discussing today, that your Secretary again have asked me to speak in a general way on "Safety in R to the Future of the Paper Industry." ' --Even though it has been my privilege to go through a post-gr course in trade association work with the paper industry durii 'Paper and. Pulp Section 703 past five years, it is still quite out of place for me tc attempt to discuss before a group such, as this any of the more technical features of safety training and safety appliances in the mills. However, remembrance of my very pleasant contact with you at the Buffalo meeting leads me to believe that you will let me follow in this paper any route which may lead me to the end in mind, and that is a very brief and informal dis cussion of the broadest possible application of the idea'of safety to the paper industry. The splendid work of the National Safety Council, and especially of the Paper and Pulp Section of the Council, has brought ahout the prac tical application of safety training and appliances generally in the pulp and paper'mills of the country. Even with what .has been accomplished it is more than probable that you still have a great deal of work to do in bringing about fully adequate protection of life and limb, yet your work has been under way long enough to become more or less standard ized, and of a routine character. It is pretty definitely understood that a certain amount of preliminary educational work must be done to bring the mills into line in safety work, and following this there must be more or less technical routine work in the installation of safety devices, etc. Over against this detailed safety work in the mills there has been but little real discussion of the larger problems of safety involved in the continuation of the industry on the basis, of assured permanency and reasonable profit. -- Broad Application of Safety to the Paper Industry In the brief paper presented before your Section at the meeting in Buffalo, reference was made to the securing of safety through insuring a continuous supply of raw material, safety in labor relationships and in development of markets. In this further general discussion of safety and the future of the in dustry, It seems advisable to approach a still wider circle of factors influencing the industry than was attempted last year. It may be pos sible to link together these factors or problems making' up this wider circle, so that in time, as these problems are met and solved, they may in fact become a line of fortified outposts which would make even more strategic the position which w.e are now holding as an important industry vital to the business and industrial life of the nation. The interdependence of the industries of this country in their efforts t.o maintain themselves on; a satisfactory basis, becomes increasingly ap parent. With gradual exhaustion of some of our natural resources; with increasing competition from foreign countries; and with an increasing population, there would seem likewise to be an increasing interdepend ence or intertwining of the interests of the industries with the interests of the public.and the government. This interdependence of interests as between the industries and the government has been over-emphasized and eagerly sought by so callecLprogressives or radicals who would strengthen the government out of al^ proportion to the needs of a centralized gov- 704 Fourteenth Safety Congress eminent in a country such as this. This complex interweaving of tionships as between industry and government was becoming so cult not so long ago that political parties adopted the slogan of Government in Business and More Business in Government." The plexity of the problems of income tax, general taxation, tariff, portation, distribution, ete.--problems which are confronting eve: dustry in the country, indicates the necessity for considering unit fort on the part of industry in a satisfactory solution of these pro as fundamental to safety in future industrial development. There was common feeling in some of the industries not so years ago that industry should keep away from Washington. This ing was particularly strong in the paper industry. Not until the try was actually under attack, and therefore on the defensive, did to Washington, and then its efforts were often too late and were ganized and ineffectual. One of the very big problems before the industry, as before other industries, is first to bring about with! industry itself real unity of attitude or opinion as to these difficul lie and governmental relations, and .then to present on the outsid fied and aggressive action in the meeting of these problems. Th< existence of these confusing and difficult problems of taxation, distribution and transportation, it seems to me, is the strongest ment possible fojrthe development of effective trade associations. I there are no other agencies through which an industry can voi needs effectively except through trade associations. Organized Effort in Industry Means Safety to the industry Reference has: been made to the fundamental need existing in 1 dustries of this country today of getting together on a common bas in such a way that an industry may act as a unit both in fulfill: obligations to the government and in meeting the aggressions of < groups in both-the legislative and the executive departments ol government. Trade associations have been in existence for many in this country, but their existence has often been hazardous a certain, due at times to wrong or unsatisfactory activities on the ; the Associations themselves. We have heard much of the small i of associations which-were organized entirely for selfish reason which have gone on the rocks because of attempts to steer the coi their activites too close to the legal line. The public seems to li ready to condemn all trade associations because a few have gone There would be as much reason in condemning all of the physic the country because a few here and there, and now and then, acl unprofessional or criminal way. The growing tendency on the part of certain groups In our : ment during the past twenty-five years to interfere with legitimal ness, plus an ever increasing competition at home and abroad, has manufacturers to . get together, first temporarily for specific ad and finally on a permanent basis, with the idea that cooperatii Paper and Pulp Section ?or> unified action make for^strength, and therefore for safety. The more than one thousand trade^ associations in the United States now have a national organization of their own, and are fighting aggressively for the highest possible standards in trade association work. As a group, trade associations are no more ready to condone wrong doing on the part of one of their group than the great group of splendid physicians in this country are condoning Wong doing on the part of any one of their number. Trade associations are generally led by able attorneys, and know'thoroughly well what they can do and what they cannot do within the law. ^ Secretary Hoover, who has been making a splendid fight in the ad ministration at Washington for more efficient and more economical busi ness activity in this country, was consulted recently by a group of key men in one of the larger industries. After a particular problem had been presented by the manufacturers, Mr. Hoover turned to the group and stated that in his opinion one of the great weaknesses in that par ticular industry was itsTinability to present a unified front in its at tempts to solve its common problems. Mr. Hoover emphasized a condi tion that it has been very difficult to correct in many of our industries, and a condition which will not be entirely corrected for years to come. Naturally, when an industry keeps away from Washington, it is diffi cult for the government Jbureaus to know the problems of that industry, and adverse rulings may "be made as affecting the industry out of ignor ance, rather than through intent to harm. In the same way, it is im possible for members of Congress to kno-w fully as to the problems of all of the various industries'of the country. Helpful and harmful legis lation is constantly coming up in Congress, and an industry which is not organized, and therefore unable to present a united front, has but itself to thank if at times the helpful legislation is brushed aside, and the harmful passed. It is being recognized more and more that the public has an interest in the satisfactory maintenance of the fundamental industries of the country. Fortunately, the attitude of the railroads and some of the in dustries, in the past expressed by the phrase, "The Public Be Damned," is now past history, and the railroads particularly, and many of the in dustries, are taking their problems to the public, largely that the public may be well enough informed so that in cases of industrial disputes or in legislative matters, it would be fair in its attitude. It is surprising that the industries and the business men of the coun try have been rather slow to learn the lesson of the effective organiza tion of labor and agriculture, and the effective contacts which these two groups have with government. It is not suggested that the industries shall organize., as labor and agriculture have organized, hut It is urged, there is much to learn from the organization of these groups. Business bearing as it does the heaviest burdens of taxation is more than jus tified in having its problems understood and fairly met both by the gov ernment and by tbe public, and it is safe to say that business will be 706 Fourteenth Safety Congress fairly met when it is thoroughly organized to present its activities needs. Direction of Development in Industry as a Factor in Safety Many, if not all of the industries of this country, have grow Topsy without very much, thought as to the tuture of the im Abundance of natural resources, free competition, and a rapidly g population, have made it comparatively easy for men to get int ness, and to develop great industries. Surprising economic chang taking place in the industrial life of this country, because of c in conditions which have made for easy industrial development raw material problem is gradually becoming for many industries a serious problem. Competition for market is becoming keener eve ade and cost of operation and distribution ever more expensive. In the paper Industry and doubtless it is true u ith many ot duslries there appears to be no conscious direction of the devel of the industry^--by the industry Itself. Manufacturers may cch go, but the mills apparently go on forever, and with money fair for legitimate ^enterprise, and the promoter ever more aggressi mills continue to reappear on the scene and new mills spring t that regardless of what may be sound economic development and less of over production and of keener markets. There seems to 1 fear in the paper industry that the consideration of efforts t> about conscious^ direction of development might bring the disa and the attack of the government on the ground that it is an < restrict production. It is inconceivable that the men who are d the affairs of .this government are ready to frown upon or to an honest discussion of economic problems confront any indui is time indeed that the paper industry, and the other industries gethcr and discuss the sound, economic development of indust if necessary, in co-operation with the government, see if there legitimate means by which the industry can have something tt to the road which it is to travel in the future. Certainly we assured of safety in the future development of the industry if not taking stock ,of_our present situation, and with full knowle not making conscious and unified effort to insure the sensible a development of^the industry in the future. It is being generally assumed that the public has an interest portation and coal .mining, or that the government should int conditions arise in transportation and mining that may work the public. It is equally reasonable to assume and expect that ; try should have the good sense to take its own problems in h group to insure reasonable business and therefore safety for tl and that in such a way that there will be no cause for interft either the public or the government. In conclusion, it may not be out of place to suggest that on solve these difficult problems' of taking care of surplus productioi Paper and Pulp Section TO? foreign trade, of making our relations with the government and the public harmonious and satisfactory, and of making it possible through trade associations to present a united front, so that we may exercise reasonable effort in directing future developments of industry, that we are on safe ground, and that we can be sure that we are going to progress on the basis of safe and reasonable business that will give fair return on investment of capital and brains and time. Only as these larger factors are solved on a safety basis will business be reasonably profitable, and therefore in position to carry out the sound application of safety to the operation of the individual mill or factory. WEDNESDAY MORNING SESSION The Second Session was called to order at ten a. m. by Chairman Hoyman. -- Ciiaikmax Hoymax: The first order of business this morning is the report of the Nominating Committee, of which Mr. Phillips is chairman. Mb. G. W. Pim.i.irs (Champion Fibre Co., Canton, N. C.) : Mr. Chair man and Members of the Paper and Pulp Section: Your committee on nominations of officers for the Paper and Pulp Section for the ensuing year recommend for your consideration the following: Chairman: W. J. Peacock, Northern Paper Mills, Green Bay, Wis. Vice-Chairman: F. Hr Rosebush, Nekoosa-Edwards Paper Co., Port Edwards, Wis. Secretary: Ameil Umberham, Fort Howard Paper Co., Green Bay, Wis. We also deem it wise to recommend the election of an executive com mittee, or advisory board to be composed of the following: R. B. Robertson, Chairman, President, The Champion Fibre Co., Can ton, N. C. -- S. F. Shattuck, Treasurer, Kimberly-Clark Co., Neenah, Wis. R. T. Hawk, Vice-President, The Mead Pulp & Paper Co., Chillicothe, O. I. B. Williamson, Strathmore' Paper Co. W. A. Gleason, Hammermill Paper Co., Erie. . R. M. Altman, Marathon Paper Co., Rothschild, Wis. M. J. Hoyman. Kimberly-Clark Co., Neenah, Wis. F. W. Ashe. Thilmany Pulp and Paper Co., Kaukauna, Wis. Chairman* Hoymax: Gentlemen, you have heard -the nominations. Are there any other nominations? Mr- H. S. Gay.vok (Mead Pulp & Paper Co.. Chillicothe, O.): I move that nominations be closed and that the secretary be instructed to cast a unanimous ballot for this section of officers. The motion was regularly seconded and carried unanimously. Chatjcmax Hoyman: We won't call on the officers to make their ad dress at this time, much as. I know they would like to, but we will go right ahead with our program. We have a full program for this morn ing and tomorrow morning, and we don't want to miss out on any of that. -- 70S Fourteenth Safety Congress The first one is I"The Nurse's Place in the Reduction of Lost-ti Accidents." You will notice that was to be given by Mrs. P. I. Ostran* Supervising Nurse, International Paper Company, New York, who unfortunately unable to be here. We have another lady who very kir consented to take her paper. She is Miss Elderkin, chairman of Industrial Section of the National Organization for Public Health X ing. (Applause.) ___ Miss Mauy Elderkin: I had rather been looking forward to hea- Mrs. Ostrander herself, and it was quite a surprise to find I was g< to have to read it for you instead of just listening to it. Miss Elderkin then read Mrs. Ostrander's paper entitled "The Xui Place in the Reduction of Lost-time Accidents." THE PART THE NURSE PLAYS IN PREVENTING LOS TIME ACCIDENTS Phena isabeil Ostrander, R. N. Supervising Nurse, International Paper Co., New York, N. Y. When asked to present a paper before this Congress with the a title, it seemed advisable to get expressions of opinion from the nurses of the company. A letter, therefore, was sent to all of thei questing their views. The replies, varying from long letters to brief lists of sugges contained much valuable material, though little that was new. N all the writers stressed the following points: "Proper clothing for those working near moving machinery." "Protection for the eyes." "The proper use of first aid equipment, requiring instruction use, at least for foremen." "Proper protection of defects of vision and care of the general h Many serious aectdents result from poor or deranged physical con of the worker." And so on. The work of a- nurse employed in an industry must be carri along instructive and educational lines, like all other branches of health nursing. The predominant and foremost aim of this form of nursing improve the health and efliciency of the workers by safety and education. Industrial Nurse Prevents Lost Time Accidents In preventing Tost time accidents, an industrial nurse plays : important part, as by careful observation she can determine whetl accident warrants the services of a physician. Besides, she is render the best first aid possible to minor injuries, such as smal tured or lacerated wounds, cuts, bruises, sprains, burns, etc. And injuries like the above mentioned are properly cared for in the fi room there is seldom need of a physician, because the danger of in Paper'tine! Pulp Section 709 is very slight when wounds are treated with precaution and dressed aseptically immediately after they happen, and employees are advised upon various sanitary and safety matters that may come up. The nurse should cooperate with all who have charge of sanitation and safety. She should report any unsanitary or unsafe conditions and should read fre quently safety and sanitary literature. In case of doubt in any accident, call a surgeon. Keep track of patients at home and do everything possible within proper limits to have them return to work at the earliest possible time. Many convalescent cases can do "light work'' other than their own, and so can be of service to the company, until able to do full time. In these cases the nurse can be of much assistance in looking up work that the patient may he able.to do. One nurse naively suggested the following in connection with injuries attended by a surgeon: "Sometimes the case is that the doctor will drag those cases out unless someone interferes." (laterally quoted.) It is hardly to be thought that a nurse should presume to interfere or sit in judgment upon the work of the surgeon. Proper selection of the medical man will eliminate this unthinkable possibility. The immediate care of slight injuries will often, prevent infection and possible serious end results. Proper instruction of certain members of the night crew who may have to render first aid wherrThe nurse is not on duty. Plant Nurse Does Not Take Place of Physician The plant nurse does not take the place of a physician in industry, but is his first aid at all times. The confidence of the employees is gained through personal contact established by a good first aid room and by the dally advice of the doctor and nurse to the individual patients when they are in the receptive mood. The best method of health education is when an employee is sick. Tell him why he is sick, or if injured, how such an injury could have been prevented. Prevention of disease and injury is of far greater importance than the treatment itself. When an em ployee has been truly inspired with the spirit of the first aider, lie not only is an asset in knowing what to do at the time the emergency occurs, but, furthermore, he cair be counted on to be on the lookout constantly to prevent accidents. ~ Safety is the habit of^carefulness. First aid means combatting shock by stimulation or application of heat, controlling hemorrhage either by direct pressure or the application of the tourniquet; relieving asphyxia by the Shafer Prone Pressure maneuvers, and properly mobilizing injured parts by emergency splints, so that farther injury is not caused during transportation of patient. The treatment of illness or other affections reacting upon the physical well-being of the employee means prevention of lost time accidents. All accident cases coming to the first aid room are watched for signs of the 710 Fourteenth Safety Congress presence of some illness or health defect. Service that detects disabiliti also lessen the probability of accidents. In picking out the worker wi poor vision, defective heart or hernia, gives a threefold protection to tJ worker himself, to his fellow laborers and to the company. The earli an injury receives intelligent attention the better are the chances recovery and the shorter is the period of disability. No injury is t slight to receive treatment. Industrial hygiene implies that facte working conditions ^should conform to the laws of health, and it sa guards the worker from injurious consequences connected with his wo The nurse in calling in the homes knows the intimate relations betwc the physical condition and the home environment of the employee, urj the correction of defects and minor troubles that might become seri< and menace his life. The plant nurse, whose chief function is health maintenance, indud physical and mental qualifications, takes a very important part in t venting lost time accidents, by being an active member of the sal committee, teaching prevention and treatment of accidents and illn< hygienic living and caution in dangerous trades. Qualifications of the Plant Nurse The individual of average ability in any occupation is not what employer is looking for. The nurse, like the surgeon, and indeed other worker, should strive to be above the average. There is probably no more attractive costume for a woman than nurse's uniform, when it is clean and properly worn. An untidy n1 in a sloppy uniform, wild hair, cap awry and nondescript shoes stockings, is an abomination. Unless under some extraordinary cir< stances, white shoes and stockings should be worn with the uniform . the nurse is a graduate of a hospital training school, she should wear school pin--an added weight of authority like the shield of the polled The nurse doing^this work should.have real training in first aid. ticularly In handling shock cases and in the proper dressing of wot She should have nerve and self-confidence, but should guard ag: temptation to usurp the place of the surgeon. She should read regularly the literature devoted to sanitation and aid, and endeavor to become a nurse specialist in these subjects. In a recent paper John Lundrigan, industrial superintendent of company, stressed a number of very important points in accident vention. In one of these, the nurse can be of great help. In her co with people in their homes she can make many suggestions as to d ness and sanitation, and particularly proper ventilation of Itvfng qua. In time, the nurse having gained the confidence of the force in the mate contact she has with the ill and injured, can give them much v advice without offending them. Paper and Pulp Section 71 There is probably no more difficult position that the nurse can accep than In industrial work. In some very large plants, where a surgeon is constantly on duty, he work is that of assisting the surgeon. When, however, she is alone an. must decide when to call the surgeon, her difficulties are multiplied thousand fold. Is the man with abdonimal pain merely suffering fror some indiscretion of diet that a cathartic will relieve, or has he a: inflamed appendix, or some trouble with his gall bladder? Has anothe case a sprained ankle or perhaps a fracture? Will this "sore throat respond to a swabbing of argyrol or silver nitrate, or is it perhap dyphtheria? Of course, when in doubt call the surgeon, but the nurse must alway have in mind the lessening of expense for the company and the rapi clearing up of cases. = She must be a diplomat, guarding the patient's and employer's interest! giving offense to none and avoiding assuming the duties of the surgeoi Chairman Hoyman: I am sure it was very kind of Miss Elderkin t read this paper for us. If any one here has any questions along thos lines, we have some nurses in the room, and this would be a fine oppo tunlty for you to get enlightened on some of the doubtful things. Secretary Peacock: Before we call on others, may I broadcast thi suggestion? We were hoping that Miss Elderkin would have som things to say, supplementing Mrs. Ostrander's paper. Perhaps she wi lake the floor again, and give us suggestions of her own. Miss Ei.dekkiiv : Really, I had not thought particularly of doing an: thing more than just reading Mrs. Ostrander's paper. There is on thought that I feel those who are interested in the nursing end ( industry should think more about. I think in selecting a nurse ya should try to get the very best one you can. You do want her to be good nurse, and she should be. She should have had a proper trainin and proper experience in work pertaining particularly to accidents an things of that kind, but she really needs something more than tha She has so many problems in her industrial work that are more tha just taking care of the injured and putting a bandage on, and seein that, they feel better for the time being. She should have some trainis in public health work, so that she realizes what she is working in is small community of her own, and she understands the problem, not ju: of the injured employee or the employee coming to the dispensary for headache, cold or sore throat, but thinks of the family as a whole, an the question of health; not only health, but general community pro lems: to know what to do with the family that is down and out, ar what to do with the_ family where the employee may be perfectly we and all right, but where there is a sick child or tubercular brother < sister, r something of that kind. She should really know what agench there are in the community that she can go to for help and get he! i'WjPlriaigg 712' _ Fourteenth Safety Congress quickly instead of just trying to solve the problem that comes up the plant. The tubercular cases in your own industry are probably very lari You may only have one or two or three a year; you may have less, she lias had experience in public health nursing, she will know so w the whole, problem lot tuberculosis and just where is the best place 1 the person to go, and where they are going to get the best treatme Not only the best treatment, but where they can get treatment wit! their means. We are having nurses who are making special studies that, or else going into that kind of work to gain experience and ta it back into industrial work. I hope the day will come when the pi oyer in looking for a nurse will be just as careful of her qualificatit along those lines as lie would be as to whether she was a graduate nu in good standing, as^ far as her training school was concerned. I would be very glad to answer any questions, if therd are any. M Alley is here from the Mead Pulp & Paper Company, and her work, course, is more particularly in your own industry.. Mine has b mostly with metals and things of that kind. X am with the TTn Carbide now, and, of course, our interests are rather varied. (Applaus Mu. RosKitrsii: Jjt may be that this question is too large to be swered here, but it comes up with our company, and perhaps v some others. 1 would like to ask Miss Elderkin her idea as to the ext of outside work theT nurse should be required to do in small industr welfare work, like=Visiting the homes of the employees. Mims Ej.dkukix: It is a very large question, I will grant you, an think a great deal^ depends upon your own industry. It depends u whom you have to take care of your work inside, whether you h just one nurse or jwhether you have some one to do the outside w> If you have a fairly hazardous industry and have a nurse in the first room, I feel her place is there at all times. If you have a nurse that train an assistant_to take care of her work, and she isn't going tc very far away, and something comes up, and if your own physicia: within easy reach, I do feel she can do a vast amount of work in fol ing up the sick absentees. Just how far you can go into that, dep< upon your own community and whether there are .other agencies she can refer tliem^to who will take it over, such as the Visiting Nui Association, and things of that kind. They really do alter the very much. In our own institution where we have many parts of work, we ] nurses doing many things. We have some that never think of g out of the plant. ITbey are always in the emergency room. Where i of our employees are men working twenty-four hour shifts, we ! to have trained first aid men, and we have a full .time doctor, nurse really does community work. Most of the employees in the 1 are our own employees, and she is doing a very excellent piece of pi health work. There are other plants where the nurse combines work. She is there to take care of emergency, and yet she has some Paper a nd Pulp Seel ion 713 trained, who can take care o them in her absence, providing she isn't going to be away any great length of time. I think if you are trying to plan a program of that kind you have got to arrange it so your nurse is there the beginning of the day and the end of the day, so if something comes up she is back before the employee goes home, and knows lust how serious it is. If you are depending on a first aid worker to take care of your emergency, the nurse should see them before the day is over, and really know what has happened, and if the person should be referred to a doctor or not. The other thing that I can't stress too much is arrangements with a physieian. If your industry is so small that you cannot have even a part time doctor, you should have some very definite arrangements with the local doctor, and make him responsible for the work your nurse is doing. It isn't fair to the nurse; it isn't fair to your employees; it isn't fair to yourself, because many industries are really allowing their nurse to practice medicine, and she does it unknowingly. She does it in her desire to do everythingTshe can for you and to be as helpful as possible to the employees. If she hasn't got a doctor back of her to whom she can turn for advice and rely on in case something unexpected comes up, she is placed in a very, very false position. Mr. Rosebush: Would you say then if your nurse has time and oppor tunity that you believe in the policy of having her go into the homes and do the follow-up work and get acquainted with the families of the employees? Miss Elderkix: I think it is very desirable. I think it is good for the nurse. She gets to know the home. She gets to know the kind of place she is sending the sick people to. Except in a large place, I think it Is very hard for a nurse to devote herself to first aid. I think she should consider the whole thing as social service work. * Ckaibmax Hovjiax : Has any one else anything they would like to ask Miss Elderkin? : Mr. Lowe: I would like to ask Miss Elderkin if she has any rule as to how many dressings the first aid station nurse is allowed to do before the company physician sees the wound. Miss BtDEBKnf: Do you mean whether she will do the first dressing or refer them to the company physician? Mr. Lowe: If she does the first dressing, is she allowed to do the second, or if she is allowed to do "the second, is she allowed to do the third without the doctor seeing it? Miss Elderktst: I think that is a very difficult thing to make any fixed rule. We have nothing like that. Mr. Lowe: I know of a company where they have a fixed rule. Miss EnnERKirir: Frankly, if there was going to be any rule, it would be for the doctor to see it after the first dressing but, of course, that would be very foolish. Because many Injuries, while they need a dressing for three, four or five days, are not serious enough for a doctor to see. A scratch which ought to be covered until it is completely healed, be- 714 ^Fourteenth Safety Congress cause of the work the employee Is doing, really doesn't need a docto to look at it, providing there is a doctor who is responsible for that if i becomes more serious. Your doctor should be responsible for your nurs He should have a nurse under him whom he knows uses judgment 1 taking care of minor injuries, and that they are watched closely. Infe tion often follows, not simply because it hasn't had proper first ai< There are some individuals that can't stick their finger with a pin bi what it becomes infected. That is the real reason why you shoul have a nurse, unless you have a doctor who is responsible for her worl I think the small industry- is finding more and more that local, doctoi will be glad to take part and map out more or less routine procedui for the nurse, and be called upon for advice and to take care of the rei emergency work. r- Mr. Lowe: You don't, feel that allowing the nurse to go on and c four or five dressings without the doctor seeing it is going against tl principle you laid down, that the nurse shouldn't become a doctor? - Miss Eldemcin : Tt all depends upon what arrangements you ha1 with your doctor. If you have a doctor coming to the plant every da he can't possibly look at every injury. He knows by the nurse's r< ords about how many injuries she has and knows what they are ai what she is doing for them. If he sees that some one is going on wi more dressing than they should have for that particular injury, he : doubt would ask to see it. The important thing Is to have a docti If you haven't any doctor, I certainly don't think she should do ve much work. Mb. Lowe: You feei'if the doctor is there, and is responsible, he w make his own rules? Miss Et-DEiiKXjr: Yes. He will know what he wants to see and wl he doesn't want to be bothered with. Chairman* Hoyiiax : Just by way of .information, how many of t representatives here have nurses in their plant? Let's see the hai please. About twenty; that is very fine. I wonder if any one has illustration in mind as to the amount of time is involved where nun do make these visits to the home, and so on, that the health of the munity and the families is greatly increased. There Is an average I believe, about nine days per man per year that Is lost on account sickness. I just wonder 'if any of you have auy figures as to what tt in your own plant. We had a speaker at our plant recently who was telling us they 1 a full time doctor and have gotten it down from this figure of nine about four days loss per'man per year on account of sickness- We lu a nurse in one of our plants who is a visiting nurse and does a gi deal of traveling around, visiting the families, and so on. In figuT that up for last year I found our lost time was about two and one-1 days per man per year without a full time doctor. I just wondex anybody else had any experience on that, or any figures that wo serve to illustrate the good work a nurse can do. If you haven't, t have you any more questions you would like to ask? Paper and Pulp Section ns Miss Frances Brink: I am very much interested in this. There 1e one point I should like to make and that is (I don't know how it is in the industrial .field) we lose an opportunity to teach the family how tc take care of themselves. I am just wondering if that doesn't enter s little bit into the discussion, that perhaps some time would be saved il the family only knew better how to take care of themselves. You al! know that in public health nursing we are attempting to teach th family more about how to take care of. themselves so they will lose lest time in any of the positions in which they may be employed. Ch.vik.vias Hoymas: That is a very good point- There isn't anj doubt in my mind about the big things the nurse can do with the fam Hies. I wonder if we have some other nurses from our own particulai section. Miss IIazel Alley (Mead Pulp & Paper Co., Chillicothe, O.): I d< think Miss Elderkin is expressing the sentiment of the people, and : think she is bringing everything to our mind that we should knov about it. The nurse can go just so far and no further, but I do like th< visiting nurse. 1 am a visiting nurse. Chaikuan HoymanT One thing nurses are noted for is their extremi modesty. If you want to get any more information .the way for yoi to do is to ask questions. Has any one else a question? Mb. Stevens: I was wondering if any one had any experience witl me nurse covering three different plants; that is three separately ownei companies, and what the success has been in doing that sort of work Chairman Hoymas: Who can answer that for the gentleman? Mb. Rosebush: We have two plants. They are about three and one half miles apart. We have one nurse who spends one-half day in eacl plant. There is streeticar service between the plants. We find it work out very well. We have no resident plant physician, and we depem upon the doctor who lives at the lower mill, for all of our. work. Th plant nurse is not directly under this doctor, but she works in conjunt tion with this doctor and the other doctors. We have had no difficult; in that method of handling our first aid work. Mr. Stevens: What I had reference to particularly was plants owne< by different people; that is, where the nurse is paid by tbree differed parties. Chairman HoymanT^ Has any one such a situation as that? I ar not familiar with it myself. Miss Elderkin: I know that in New York City that is being advt cated quite a bit. We have a great many small industries. In faci they are really lofts with twenty-five, or thirty people, and the state i feeling that if they possibly could make some arrangement like that, 3 would be much more'Satisfactory than what they are doing now. Fo instance, a large loft Jtuilding with perhaps five or six different cor cerns in it could easily employ a nurse, whereas one of those couldn: possibly think of going to that expense. I don't know of any instance TIC ^Fourteenth Safety Vongrcss where it is being done, but I feel sure it is being done in some instancei and it is being, urged very strongly. The insurance companies, I think, are in favor of that method, pai ticularly where they haven't any industrial clinics. Of course, the ix dustrial clinic in New York does take care of those small concerns ver well and very often. But another arrangement that is being tried on in some industries in New York is arranging with the Visiting Nurse* Association for one' of their nurses to cover several industries. The ix dividual industry doesn't arrange for them to cover any. more than the! own, but in order for the Visiting Nurses' Association to make it reall worth while, they do have to assign one nurse to several different con panies. She simply makes visits at stated intervals during the day. think those are things that have to be thought out carefully, becaus we know there are many industries that' cannot afford full time doctoi or part time doctors, or full time nurses at this particular time. Sti I think if you have 100 employees you can keep a nurse pretty bus doing a good piece* of general work. I don't mean that you are goir to keep her busy taking care of injuries, but she1 can spend quite a goc deal of time about the plant and getting in touch with the employe* and. as Miss Brink .stressed, educating their families in proper Irvin and in that way lessen the absentees, whether it is from accident < from health. Ali:. F. M. Ci'smxo (Provincial Paper Mills, Ontario, Canada) : V had a situation something like that, where we had a community nuri supported by three different companies, all paper concerns, and tl municipality. The arrangement worked out splendidly. With reference to the work the nurse did in the municipality, it ws mainly in connection with the baby clinic work, which we all felt ws splendid work. It developed into quite a feature of the nurse's wor but while the work was carried on for a couple of years, it had tr mendous results. -- . Ciiairmax Hoyatax: This is very interesting. I dislike very much leave that, fn fact, it is one of the important subjects, I think. T7nle some one has a real particular question they would like to ask, we w go on with the next subject. Secretary Peacoc.ic: Before we pass on, I think we owe an expressii of thanks to Mrs. Ostrander. Although she was absent, -we apprecia her part in the program. . Citairxiax Hoymax: We will go on with the next subject, "Clos Ups on Paper Mill Guarding," by E. E. Jones, Engineer, Surty Gua Company, Chicago, III, (Applause.) CLOSE-UPS ON PAPER MILL GUARDING E. E. Jones, Surty Manufacturing Co., Inc., Chicago, III. The safeguarding of any dangerous condition is possible where the is a willingness to invest the necessary time and money. The guartii Paper and Pulp Section 717 of ail danger points in every paper plant would practically eliminate paper mills accidents. The first place or time to consider the guarding of a machine is at the shop where the machine is built. Particular attention should be given to supplying shafting long enough to allow the gear or pulley to be placed far enough from bearings so that the guard can go between, and permit easy access to the bearing, and all perma nent gears should be guarded b'y the manufacturer of the machine. The next consideration? is required by the millwright when installing the machine in the mill. The foundation should be made so the gears, or pulley overhang, and will allow the guard to be made so as to com ply with state code, and still require only a minimum amount of labor in fabricating. In the case of gears it is essential that space be al lowed to apply a guard made in two sections, so that when in place it will be a complete encios'ure. My experience in designing guards is that these points are seldom given any attention, resulting in added cost in fabricating and loss in efficiency of the guard when placed. Special attention should be given, when designing guards, to the proper material to be used. Where water or pulp is continually com ing in contact with the belt or gear, the guard should be made of sheet steel. But where the condition is dry the sides of the guard should be of mesh construction. In all cases the part covering the face of belts and gears should be of solid sheet. When a belt extends out of the top of a guard, the face?members of the guard frame should be flat bar steel, and the sheet filler should be rolled at the top over the bar, so as to offer a smooth surface to the belt. In order to secure ordinary care, and to avoid abuse of guards from the workmen, it is necessary to design guards that will conform to the guarded part. In many" cases I have seen guards that reminded me of the first pair of trousers mother made for Johnny. When he went out to play the boys didn't know whether he was coming or going. A few years ago I designed .a guard but the millwright could not install it. I found that he.'was trying to place it upside down, and it certainly was along the -lines of Johnny's trousers. The paper mill owner spends a large sum .of money in machinery, and should place a trustworthy man in charge of the oil and grease cans for his neglect of duty will cost the owner thousands of dollars in repairs. The millwright places a guard over the bearings which the oiler must care for. " . Leave All Bearings Outside of the Guard Occasionally a small door is placed in the guard through which the oiling is done. Does this guard protect the oiler? No, it creates an extra hazard for him, because of the awkward position he must assume to do his work. The correct way is to leave all bearings outside of the guard. If this is impossible a pipe should lead from the bearing to an oil cup outside of the guard. An old form of guarding the bevel gears driving the drying rolls was with pipe railing, but this should never be done. 718 Fourteenth Safety Congress Perhaps in no industry is there so much changing of machinery In the paper mill, but most gear guards and many belt guards car used in new positions and effect a large saving. on future installati The item of paint may not be important but I believe that bt efficiency can be obtained from workmen when a green color Is u as it causes no eye strain. Also, the guards are more likely to rec respect and care from the men when painted. Frequently I have been shown some guards made at the mill, and 1 been asked what is wrong with them, as they did not secure pr credit from the casualty insurance company. Sometimes the tro was a pulley hazard caused by two large an opening at the bearing Sometimes there was the same trouble when the guard was not enough. Occasionally the proper materials had not been used, insurance rating inspector has a printed code to follow and hag option to allow for anything that does not comply with that code is much easier to check errors, than to spend money trying to i erly design the guard in the first place. It requires study and ex ence to interpret the guarding code and to properly apply it \ designing guards. . If you were taken seriously ill you would not hire a carpenter to tor you, and if you were accused- of a crime you would nofe.reta blacksmith. NTo. you would employ the beBt physician and best crin attorney you could secure. But, when needing guards, some people any handy man on the job and frequently pay an excess cost to gel work done, thus saving very little, if any on insurance. The safeguarding of col lender rolls has been pronounced impos simply because every attempt so far has failed. Simply because D; Green failed on his flying-' machine did not prevent Wilbur Wright trying and later"'succeeding. I do notconsider any problem impos of solution if an industry is willing to- pay the cost. The initial co patterns, etc., for an efficient collender roll guard would be fully after which the building and installing of same would be prol $150 each. I have not felt that the paper mill industry was inter to that extent butT believe that the" coming together of men who its welfare at heart, as you gentlemen have, will eventually bring i sufficient interest to Warrant such an expenditure. Chaikmax Hovmax : I am sure-Mr. Jones must have given you ideas.- Guarding is one of the things we all have to deal with, wh we want to or not. Who has something to propound to Mr. Jones Mr. Rosebush: Mr.- Chairman, Mr. Jones knows absolutely whi is talking about. The thing that impressed me -most of all in his ] was when he states* that the manufacturer should do some guai I thoroughly believe he is right on that subject, and I am sure if you paper mill men went back home and put it up to your bi agents cr managers, that something could be done along the line o ting some of these machines guarded by the maker. The pumps he has spoken of are among some of the worst unguarded machirn Paper and Pulp Section 719 have, and I might mention screens as another one. If there was con certed effort from those of us here to get something started along this line, I think much could be accomplished in the future. Chairman Hoyjiax : Along that line, I` would like to make one sug gestion. About, a year or so ago, the directors of our company felt about the same way you did, and instructed the purchasing agent to attack to the order for machinery a little notice to the manufacturer that read something like this: they were to furnish the machine guarded so as to comply with the laws of the state wherein it was to be used. It hap pens they were operating in two or, three states.' It everybody did the same thing they would certainly have to do 'it. It Is quite- unlikely that they are going to go to work and make guards and castings for just a few people, although they ought to see the'light by this time; I believe that is one of the things that ought to be done, and that is a concerted move on the manufacturer to furnish the machines guarded so as to comply with the laws of the state wherein1 they are operating. There isn't any doubt they can do it much cheaper than we can, because after they make the castings for one, they have the molds in order to make them for many, while we have to make each one Individually. Mas anybody else got anything on guarding? Mb. Umbebham: I would like to ask if there is much difference in guarding in the different states, if the code is different? Sometimes' we get machinery, and they say it gets by in Illinois, but the insurance inspector in Wisconsin will not let It get by. . Mb. Jones: There is a vast difference. Wisconsin has the^strongest code of any state in the^ union so far as I know. For illustration, the belt pulley that is seven feet or less from the floor must be guarded to the height'of seven feet, or to the top of the pulley in Wisconsin. In Ohio they ` bring the guard six feet high regardless of the height of the pulley, which makes a difference in the guarding proposition. In Illinois a gear will be accepted if there is a hand around the face of the gear to the teeth. In Wisconsin If there is a spoke hazard, it must be entirely enclosed. If it is a solid web, then there must he a side member on extending at least to the root of the teeth. So you can see that all those things mean a lot of difference. I have given you just a few items of the difference. It requires a real attorney to interpret the laws. Miss Ai.t.ey : I would like to hear something about the guarding of the slitter that Mr. Jones spoke about. Mr. Jones: If any members Interested in guarding slitters will visit booth No. 78 at the Hotel Wlnton, they will see something very interest ing. Inasmuch as it is accepted in' the state of Wisconsin, it is O. K. in all the rest. " Secretary Peacock: What impresses me is the way Mr. Jones talks himself out of a job. We have fonnd that same thing true in his dealings with some of us in Wisconsin, where we have some real problems; Tire interesting thing I have discovered, if you are Interested -In cost, is'that I can buy guards 720 Fourteenth Safety Congress for less than I canTmake them, and have them conform to the stand code of Wisconsin, with an underwriters seal on them, Chaibmax HovifAX: We will gw on to the next subject. I bell right now though that I have a few minutes for a gentleman I promis He is Mr. Duperrault who spoke a few minutes yesterday on eyes. Mr. Dcpesbaclt: Authorities have claimed in the last few years t sixty-five per cent "of working people have poor vision or eye stri That may be true if you want to split hairs, but I think for indust purposes you can disregard the fifteen per cent and call it fifty per ci In fact our experience has been that that is about the percentage defective vision serious enough to consider in industry. I recently received a letter from a large company. They tell me t at one of their large plants they have 55,000 employees at the pres time, and every one of them has had a visual acuity test. ThI thousand of those 55,000 are not able to see perfectly, leaving 25,000 t have goods vision. Out of the balance 12,000 were wearing glasses, 1< ing 18,000 that needed glasses, so you can see how it runs. When we are working on our service, we make up a percentage si for each factory. At the Fort Howard paper mill in April, this is w we found: good vision, fifty-one per cent; defective vision, possible correct, forty-six per" cent; defective vision, not possible to correct, tt per cent. That three per cent represents your one-eyed man, the r that has a corneal scar, or some other condition that cannot be ai by the wearing of spectacles. In that plant the defective vision alre corrected was fourteen and eight-tenths per cent. That is about extent to which the individual worker takes care of his poor vis On our first survey at this plant, defective vision was voluntarily reeled to the extent of twenty per cent. No one was compelled to t care of it, but twenty per cent voluntarily took care of it, leat twelve and two-tenths per cent still needing correction. I might that at our visit since that time, this twelve per cent had been pr nearly taken care "of. There might be. two or three per cent that ; need it. That is how it runs on the average. We find it differenl different companies. Take Joannes Brothers, wholesale grocers at Green Bay. They sixty-eight per cent defective vision, with fifty per cent of the w] force wearing glasses when we got there, leaving a comparatismall percentage for us to take care of. We have a number of public schools that we are taking care of. public schools run about twenty-four per cent, the lowest we have > found any place. More women need glasses than men. I don't k why. Women are more reluctant to wear them than men. We find, as we go around in our work, that some factories apprec the cost of poor vision to the extent that they say, "We think it wi pay us to fix up some of our men, give them glasses without char That is a mistake.In the first place, it discourages initiative. In second place, it lowers the importance of the problem, and we d Paper and Palp tertian 72 L like it, because it makes it harder lor us to work- They seem to think plants are liable to get away with something. I am glad to say at this time that we haven't a solitary plant working on that basis. It is not necessary. Why doesn't the Individual take care of this poor vision? In the first place, many of your men don't even know they have poor vision. They have never seen' any better since they were born. They suppose they are seeing things just as clearly as the other fellow is. Many of your working pople have been brought up in poverty. They are used to discomfort. What is a little discomfort to the eyes to them. They have gotten along many years; they can still get along. They want to take care of themselves, though, when they know it. That is illustrated by the fact that the Brotherhood of Locomotive Engineers and other large brotherhoods are paying us to take care of themselves and families. The railroad engineer is compelled by law in most states to have periodical tests twice a year after he is a certain age. If he needs glasses he has to have two pairs on his person at all times. The engineers go to the company doctor for this, and yet they are pay ing us for additional service, so you see that the man himself wants it. Some of the factories that we are working with have us take care of the families. We find that we fit about one pair of glasses to every three pair in the factory, so you see they want it. It isn't compulsory for us to take care of their families, but they want ns to. What is the reason then? It is not necessary, in our opinion, to make it compulsory to take care of your eyes. The family service I have mentioned shows you they want to have this thing done, and by using human nature, as I said yesterday, we are able to pretty nearly take care of the factory at least ninety per cent. Men do not like to be forced to do a tiling. They like to exercise their own judgment. There Is a certain sense of pride that should be encouraged. We let human nature do the work. We have gotten to the point now where we can guarantee a plant that we will take care of ninety per cent pf the poor vision in that plant without making it seem compulsory. That may be a pretty big state ment, but I noticed in looking over the records there are very few plants that have not taken care of themselves in the first survey ninety per cent or better. ^ When we get around to the factory, we find sometimes they are afraid of the attitude the men might take towards a service of this kind. Always in every case, after we are in there, they find it is just the other way. The men want itT7 After you have once gotten your visual efficiency up to the level you want it, it is an easy matter to take care of it; by taking care of your new employees and keeping the standard up. If a new man needs a pair of glasses, then you can almost expect him ta get a pair of glasses.__ With the new men in a number of plants, if they need correction, they are automatically taken care of, and we never find any trouble ovei fitting them up right then and there. We find, also, that each industry B'^J^iiJiasmi^. .Ju'wmmm ... 722 Fourteenth safety (Jongress has a peculiar visual problem of its own. I remember a paper mill manufacturing- a number of colored crepes. Thte superintendent said that at two and three o'clock in the afternoon the girls were all in. They were having headaches from the bright colored paper. They were using goggles when we got there, and the goggles changed the color of the paper and mistakes were made. After experimenting we located a glass that relieved the glare of the eyes, and did not change the color. As a result, the plant put in a few pairs of these glasses and anybody can use them. We find that woodworkers employ fifty per cent of their men over forty years of age. This brings on the problem of presbyopia: in other words, the paralyzation of the ciliary muscle and the crystalline lens. These men are unable to see at a short distance. - You fellows over forty-five years of age can appreciate it. For reading you have to have an additional pair of glasses or bifocals. In the woodworking industry we have to take that into consideration. The first thing we do is get the average distance the men are working. We find they are usually mistaken on the distance. They will say it is two feet, and it is prob ably three feet. That is why you need experts in industrial vision to handle your industrial vision problem. We find in seed houses they have an entirely different problem. They employ people for close work. We have to take that into consideration. It is important that you should control the color blindness, and the one-eyed vision in your plant. I have heard of a paper mill that lost a lot of money by the paper running off color. They finally traced it down to one man tliat was doing the coloring, and he was color blind. The money they lost would have paid for the industrial vision service for ten years. You have many men that see out of one eye, and they don't -know it. That may seem strange, but it is a fact. Many people have vision in only one eye and never become aware of it. I mentioned here yesterday the. case of a man having an accident on his left hand. He was working on a machine. He saidHhis vision was all right. When they came to check him up, he was all right in the right eye, but he was blind in the left. By nature of the work, he couldn't see what he was doing. Every couple of months he had his hand injured, costing $75 to $80 every time this happened. They put'him on another job. We are specializing and working almost exclusively with industrial plants. -We go Into a plant and establish fitting rooms and put in from one to four competent refractionists. and every person in that plant is passed upon as to vision. That is the only compulsory part of it. We classify the operators as to those with good vision and those with de fects in vision not sufficient to warrant correction. If there are any other questions any one wants to ask, if he will write us at the Industrial Vision Service at Green Bay, we will be glad to answer them. (Applause.) Mr. GrjEASox: I would like to mention a point that is important Paper and Pulp Section 723 in connection with the eye service. Some years ago we adopted the compensation law in Pennsylvania. The compensation law as it is now constituted provides if you hire a man with one eye. In case he is blinded in the other, we pay full compensation for the two eyes. I believe a process of legislation is now in effect which will provide that where vision has already been lost in one eye and anything happens to the other eye, compensation will only effect the eye lost at that time. I don't know how it is in other states, but I believe that that is an im portant point. It works a hazard on the one-eyed man. He is unable to secure employment, because he will not be passed on the physical examination. Chairman Hoyman : I am sorry we can't take any more time on what I know is really an interesting subject. However, we must go ahead with our meeting. I feel you are going to appreciate more in the next thirty minutes the type of chairman you have chosen for next year.'.Vand who was the chairman of the Program Committee this year and'-secured the speakers for our present program. It also will bring to'mind one point, and that is that management is interested in our problems. I say "our" because as safety men it is usually put up ,to us to secure safety, but nevertheless management is interested, as demonstrated by the faet that the next speaker came a long way to be here with us today, and we are hot only fortunate but I take extreme pleasure in introducing to you Mr. Judson G. Rosebush, General Manager of the Northern Paper Mills as our next speaker. A TENTATIVE PHILOSOPHY OF SAFETY Judson G. Rosebush, President, Patten Paper Company, Appleton, Wis The head of the department of personnel in our mills at Green Bay Wisconsin, is W. .1. Peacock, a former Baptist preacher. In discussing with him the subject matter of this address, he made two points The first was that I should not call this "The Philosophy of Safety,' because that implied that the subject matter had been worked. ou exhaustively and completely, whereas the facts are that this whol< subject or safety is less than twenty years old so far as the United State; is concerned, so that there has not yet been time enough to work ou a complete philosophy of this whole movement. . While Wisconsin i: called a rather venturesome state along certain lines, we do not ye claim to be able to set forth a complete rounded philosophy of safety sucl as the title "The Philosophy of Safety" would sugrest, and. therefore I want to content myself with a less ambitious title. "A Tentativ. Philosophy of Safety." The other point which Mr. Peacock made was this: A lot of men ii Cleveland, he said, will shy at the idea of any philosophy, because the; will think of the word "philosophy" only as connected with preachers college professors, and other abstractly-minded people; as a subject fa removed from the thought and activities of the average foreman, supei 724 -Fourteenth Safety (Jongress intendent and manager in railroad shops and industrial factories. Coi sequently he. said, I should make it clear to you at the very beginntn of this address that every man's conduct Is controlled by certain idea and ideals, and that-the word philosophy means the sum total of th notions which regulate and control a man's conduct. In this sense, then fore, every man has a philosophy and every one's life history is tb result of his philosophy of life. For example, millions of men vote for Coolidge last Npyember because of a certain philosophy they ha regarding the conduct of public affairs; all over the country thousand of working men ar""carrying savings accounts in the banks and ax increasingly buying securities from tbe bankers because of a certai philosophy which they have regarding a happy old age. Everywher men attend church regulai*ly or never go to church, depending upon certain philosophy which they have regarding the preachers or preachin i n general. __ Considered from this standpoint, the whole safety movement, is on! an endeavor to get men everywhere to have a certain exalted notio regarding the value of human life, and upon that notion or philosoph to regulate tlieir own. conduct. The dictionary says that the word "ph losophy" means "the fundamental part of any science," so that when talk to you about a philosophy of safety, I am discussing with you th fundamental parts of this most interesting subject. Says Safety Movement is Becoming a Science At this point, I would have you note particularly that fact that th safety movement is rapidly becoming'a science. Formerly, safety was a instinct, but as I'uncLCrstand it, the whole movement is now to elevat safety from the field of instinct. into the field of rational or scientifi action. The mother's instinct is to press the sick child to her bosom but science tells us that it is better to call in the doctor. Instinct su* gests that we should work at the emery wheel without our goggles, be science has long since pointed out that this is dangerous to the eyesigh Instinct tells us to push the automobile across the rails ahead of th approaching train, but science tells us-that this race with the locomi tive is a most frequent cause of death. Instinct causes us to recoil froi a person rendered unconscious by drowning, but science tells us to exet all of our ability in the process of resuscitation. One of the most important departments of this safety work has t do with public health. In 3 800 the average length of life was 25 year: About 1870 it had become. 41 years, now it is 57 years; famous doctor and life insurance meff expect that it will presently be 75 years. Thi increase in life expectancy has been due to the growth of science i the field of public health and in the field of surgery--pure food, pur water, removal of refuse, the scientific control of sewerage, the carefx regulation of physical trades, better care of infants, the greate knowledge of child hygiene, and the extensive use of modern surgeryall are responsible fori this result. Lliiii-J t^.!s -anaSm{.sm4s'3S*H imMmmmii Paper and Pulp Section 725 Probably no more important work is being done by the National Safety Council than in the issuing of its codes and safe practice pamphlets. Pamphlets on the safe use of ladders, cranes, floors, freight elevators, gas and electric welding, explosives, trucks and wheel barrows, ventilation, hand tools, compressed air machinery, laboratories-- all are Indicative of the scope of this service and the extent to which this whole thought of safety is gradually moving out of the realm of instinct into the realm of science. Consequently, we can now look forward to the time when there will be formulated a real comprehen sive science of safety, as complete and extensive for the whole field as it is now so clearly developed in the field of public health and sanitation. There are five points regarding this new science of safety that I now want to stress as follows: 1. The primary responsibility for safety rests upon the owners of the farms, factories and railways, though of necessity they must delegate the immediate task of securing safety to their foremen and superin tendents. In a recent article, IV. H. Cameron, managing director of the National Safety Council, said there was still a real lack of leadership in the safety movement, because the^owners of American business had not all yet awakened to its real significance. This process of education must now be carried forward, until all American business men worship at this shrine. ~ When my brother came home as a brigade adjutant from France at the close of. the great w-ar, he brought many ideas that were current in our army. Among others, was this statement: "The army is the reflex of the mind of its commander." This is as true of industrial armies as it is of military armies, for every industrial organization in time becomes more or less a reflex of the mind of its executive, or as Emerson, the philosopher put it, "An institution is only the lengthened shadow of an individual." Applied specifically to_our safety program, I should say that the time is here when every forward looking factory, mine and railroad must have a constructive accident prevention policy, as a result of the zealous leadership of its able executive. Formerly owners of American business, neither in their own minds nor in the sight of the law, had any real responsibility for the safety of their employes. The old common law doctrine "was that the em ployes assumed the risks of accident when they entered a business; or that accidents were due' to the negligence of fellow employes; and that the employer had responsibility only when he directly was negligent. Beginning about 1880 In England, these doctrines, however, began to disappear in a series of acts culminating with the Workmen's Compen sation Act of 1906. In America, the change in doctrine came later, and at the time when forward looking companies like the 17. S. Steel Corporation sensed the responsibility resting on the employer. Legis latures and courts began to take a similar attitude, with the result 726 Fourteenth, Safety (Jongress that today the theory of employer responsibility has been pushed its extreme limits. As an illustration of this fact, a case in which own Nekoosa Edwards Paper Company was involved which the law; here will find reported in Volume 154 of Wisconsin reports P. 105 in point. Whether employers wish it or not, society 'has now decided that u them rests the whole responsibility for accident prevention. Points Out That "Safety First" Is Inadequate Slogan II. The second fundamental idea of this safety movement is to ; life at its lower levels in order -to enrich it at its higher levels, slogan of "safety first" is a very inadequate slogan, for it seems imply that every other thing' In life is subordinate to this idee safety. Actually, however, as we all know, there are many things life far more essential than your physical safety or my physical sa --many things which we would readily put ahead of our own sal such as the integrity of our family, and the honor of our coui To my way of thinking one of the great fallacies, of the whole pac argument is this idea that the preservation of-.physical life is the t precious thing in the world. In last analysis,' : this safety moves does not imply such a conception, but rather the conception-that at its higher levels is impossible if it is not preserved at. its Ic levels. Just what I mean by this idea of higher as against lower level well illustrated by The story of an accident which recently happened Paul Couvillion. one of our plant engineers at Green Bay, Wiscot Passing through a machine room, he was feeling the bearing of engine, for heat. He lost his balance for an instant and the third fii on his left hand paid the penalty. A few days after his return to the mill our personnel man and oiler were greeting him. The oiler, trying to afford Paul a cruml comfort remarked: -- "It is a good thing it was your left hand. Pa "Yes, I suppose I ought to be glad of that," was the reply. The personnel man thought to add a word. "And Paul, a man spare a finger better than a thumb." Paul was silent for a~ moment. Then a peculiar mist gathered in eyes. "Thank you, boys, but.--good-bye old violin." The personnel man understood at once. Paul has had a repnta as a musician as Well as an engineer. And to the violinist, the t! finger of the left hand -is indispensable, I can put this thought differently and say that fundamentally, legal compensation for injury does not really compensate the injo The legislatures and the courts have decided what a finger is wc what a leg is worth, what an. eye is worth and what a life is w from an industrial standpoint, but never does that compensation ie ure the loss that-comes to .the violinist because he can never play violin as before. Compensation never compensates for the disflgurer Paper and Pulp Section 727 to the face that comes from the loss of an eye; the courts can never value the -loss which the sons and daughters will suffer because of the absence of the guiding, restricting,, counseling hand of their father who lost his life when a boiler exploded. 'I would put it this way, and say that safety is not a mere negative agitation for avoiding danger, but rather a positive philosophy of stress ing life at its most vital points. It only reaches its climax when it not only prevents injuries, but forestalls them by calling attention to the use of iodine, to the care of the teeth; to the preservation of eye sight, to good shower baths for dirty jobs, to the prevention of syphilis, and to the wisdom of beeping our whole bodies in bigb, efficient order so as to enable us to Serve at the higher levels of life. In spite of America's superiority over Europe, we are still far behind in accident records. In England, during the period 1911 to 1920, for every million of population there are 369 accidents, whereas in the United States, there are 714 accidents for every million of population. We are never going to sense the real significance of this whole safety movement until w;e recognize the fundamental significance of a remark by Isaiah Hale to the effect' that "a physical injury is a. great moral injustice to the' man injured." The physical injury is atoned for by compensation insurance; but tite moral injury becomes a. permanent scar on the man's soul. Importance of Safety Education for New Employees III. In the third place, the safety movement tends steadily to place less emphasis on mechanical . guards against accidents; but tends steadily to place more emphasis on the state of mind of the working man. It is said that the.-employee is six times as liable to injury in. the first month of his employment as he is at any time thereafter. No doubt the machinery was the same in the succeeding months as it was in the first month of his employment; the vital thing is that the mental alertness of the employee Increased each month as he learned the risks of the business. In. a recent study of -industrial accidents, Magnus W. Alexander, manager-director of the National Industrial Conference Board, pointed out that in 1922 in every 1,000,000 of population, 21 persons' died from accidents in mines and quarries, IS from machine accidents, 60 from railroad accidents, 16 from street car accidents, 73 from drowning, and 115 from automobile accidents. In other words, the smallest volume of fatalities were produced by machinery, whereas the largest volume of accidents came from the inattention of the individual himself. To put it briefly: The greatest number of accidents are not caused by machinery, but by band labor and by band tools. Next to that comes accidents caused by machinery, and next to that accidents caused by slipping on bad floors. As G. A. Orth, manager of the Safety. Depart ment of the American Car & Foundry Company, which employs 25,000 j*aMzv- mmssskimL flfflffi filllift 728 Fourteenth Safety Congress men, says, "The prevention of accidents is largely a matter of right mental attitude." The vital thing is the state of mind. In a most illuminating book on the causes of accidents, Boyd Fisl has called attention to the different kinds of minds that produce a< dents--the unguarded mind, the puzzled mind, the misguided mind, stubborn mind, the involuntary mind, the diverted mind, the troub mind, the physical mind, and the tired mind. From now on, the emphasis must be increasingly placed upon m ing men's minds safe for the machinery, rather than making i machinery safe for men's minds, since the latter job will presently achieved. Progressively, success will come not when the mill is r fectly guarded, but when safety has become a habit. Men with ca less habits must give way to workers who display carefulness in o duct and operation. Fundamentally, we must recognize that a. ca less mind is a bad risk, and that its owner must either be dismiss Or cured. In the state of Wisconsin, there is probably no corporation doi more to promote safety than the Kimberly-Clark Company. Specifics it aims to promote safety by keen but amusing rivalry .between depa ments and plants, by means of bulletins, safety lectures, vaudeville p formances, movies, and parades. Entire communities become stin by these contests; schools and churches and even the village count take a part; but underneath all of this specific activity is the thoui that safety will become successful as men acquire the right habit mind. Safety Movement Increases Good Will In the Plant IV. In the fourth place, the safety movement is a tremendous ager for good will in the^plant. In a recent study which I have been mi ing on the subject of plant relations between the mill and the office have been increasingly impressed with the inadequacy of the old stai ards for bringing peace. Peace through discipline, peace through gu socialism, peace through collective bargaining, peace through any co bination of these three will never be secured because they do not < circle the whole of the proposition. Every foreman and supr tendent here knows that while discipline is necessary in a mill, t working people have: rights regarding hours and wages which are r covered by the maintenance of discipline; while guild socialism i strong advocates, especially in England, every foreman and super tendent here knows that' discipline in the factory and mill will becoi impossible if the workers generally elect their own overseers. Wh collective bargaining has a value in connection with the determinati of hours and wages, it is of small worth in connection with increasi the output or developing the efficiency of operation. Fundamental industrial peace is a matter of a right spirit on the part of the offi towards the mills, and conversely on the part of the mill towards t office. --------- Paper and Pulp Section 729 If I were to endeavor to put in one expression that which more than any other makes for industrial peace, I should say that was "Good will." Now safety affords a steady and constant point of contact between the office and the industrial working'men at a point where the working men's interests are paramount. While other evidences of the friendly attitude of the office towards the mill may be more or less spasmodic and intermittent, the matter of safety calls for constant, uninter rupted interest between the employer and the employee. Moreover, out of a safety committee may come innumerable chances for mutual under standing in other directions. Conversely, and this I think is a very important point: a sound safety policy cannot be created in an atmosphere, of suspicion, ill-will and misunderstanding between the office and the plant. Such an at-, mosphere is uncongenial to the safety movement, for it thrives only where there is a disposition to deal fairly, uprightly, and squarely with each other all along the line. In other words, the safety movement can neither stand as the complete expression of good-will between the office and the mill, nor can it stand as the sole expression of good-will. It can only originate, develop and thrive as part of an all around policy of right relationships between employer and employee. , When thus conceived and thus executed, organized safety, as a preacher has eloquently said, does "more to bind employers and em ployees together in the bonds of brotherhood, than any other movement since the Gallilean carpenter proclaimed the brotherhood of man." V. In the last place, the safety movement is removing the funda mental charge of ruthlessness so often made against modern capitalism. The usual indictment against capitalism is that it cares only for pro duction, for efficiency, and for profits, and nothing for individual rights and individual welfare^ In the safety movement, however, we find now a great national surge supported today by more than 4,000 individuals and corporations coming from every field of business activity, joined together for the prime purpose not* of emphasizing efficiency, not of promoting profits, but of stressing the value of human life. There is in America today a considerable body of opinion both in the churches and in the ranks of industry, which holds that a living wage is the first charge upon industry. Respectable as the supporters of that doctrine are, I do not at all agree with their thought, for I can not conceive that we can build on this soil of freedom and equality, a sound economic life based upon the theory that one group in this country has a prior right to a living existence as against any other group. I agree whole heartedly with the thought that workers every where ought to have a living wage. I am equally of the opinion that the investor ought to get a fair return on his securities and that the farmers ought to receive a fair recompense upon their investment.. I can not agree with any philosophy of life which sets forth the theory .....ttSiesal ^ ff-, ' i~ .....ii iftiBMBrniirmiihinifiiiinfiiTiiiwwirtiBi 730 Fourteenth Safety Congress that the working- people or the investors or the farmers are entitle a fair return at the expense of one or both of the other two clai There is, however, one phase of this question of priority to whi< think we can all most heartily subscribe, and that is that money s not be temporarily saved on machinery anywhere at the expense human life. We must say emphatically "no" to the theory that human being has alright to a comfortable life as against another bu: being; but we must say emphatically "yes" to the theory that all hu: life has a right to live as against inadequate, poorly prote machinery. Safety Movement Disapproves Charge of Ruthlessness The significant thing now is that within the last twenty years economic leadership of the United States has come- to support theory of priorities which I am stressing and with, it has disprt the fundamental charge of ruthlessness so often levied against moi capitalism. To be sure we have not as yet" worked out the full implication this theory of the priority of human life as against a low mechax cost, but sooner or later the whole world will come to understand example, that prohibition must be supported because it makes a s state of mind on Monday morning; that a far larger number of ret tion grounds must be created for children because safety for the c in the crowded streets of America is no longer possible, and that whole idea of safety must rest not upon its economic value to owners as such, but upon the essential priority of human values against mechanical costs. Indeed, in the whole matter of safety, welfare work in general, the only safe rule to fol'ow Is to bah the books each night; to calculate that the day's results in safety happiness are compensation in full for the day's' efforts in-these d tions. = Be that as it may, the safety movement today is the most signifi expression of the jihristian religion which exists in our economic The Master came into the world primarily to save life for deeper richer experiences^ Fundamentally, all over America today thousands of men in industry who are attempting to carry out in t own business, this philosophy of life through this very safety movem While we can not, ~of course, measure the extent to which the insi tion for this new comment has come from the clerical leadership of churches in America, it is none the less, a fact that the immed inspiration, the immediate contact, and the immediate administra of this new evaluation of human life has come out of the hear modern capitalism itself. In other words, at the very time when many good men are criticl modern capitalism as being out of harmony with the essentials of Christian religion, there is being made by capitalism itself, a mendous drive to emphasize, not production, not efficiency, not prc %iimmt# mmmMm , Paper and Pulp Section 731 but the essential worth whileness, the essential priority of human values as against these things. Statisticians tells us that the total economic waste from casualties in the United States exceeds $800,000,000 a year and that each year more than 2,000,000 industrial accidents happen to employees. From a survey of these facts, we can agree with Mr. Cameron that the safety movement is a national asset of inestimable value. (Pamphlet Sept. 24, 1923.) What I now want to point out, however, is the fact that far transcending^ its money value is its spiritual value in elevating, moralizing, and christianizing the whole business aspect of the American life. Fundamentally, society permits capitalism to exist, because the com munity feels that it is thereby serving itself better than it would through a regime of socialism. Mb. Bartlett : Mr. Chairman, I make a motion that we extend to Mr. Rosebush a rising vote of thanks for that discourse. . The motion was regularly seconded and carried unanimously. CiiAjRMAir Hoyman: This last discourse was one of the views of management from a manager. We are going to carry that thought into our luncheon, and we have there "Management Responsibility." WEDNESDAY LUNCHEON Chairman Hoyman: " I am happy to present to you not only your chair man for the ensuing year, a real live wire, but your chairman for th< meeting today, W. J. Peacock of the Northern Paper Mills, Green Bay Wis. (Applause.) Mr. Peacock took the Chair. We are happy to present Mr. S. F. Shattuck of Kimberly-Clark Com pany, for two reasons: the first is that he actually represents the sub ject that he is to speak to in his own person. Mr. Shattuck is treasure of the Kimberly-Clark Company, which has eight or nine mills. Tb other reason, is that Mr. Shattuck is the inspiration of organized safet; work as found in these mills. MANAGEMENT RESPONSIBILITY S. F. Shattuck, Treasurer, Kimberly-Clark Company, Neenah, Wist In discussing the responsibility of management in relation to safet in industry, I.assume "management" in this instance to mean that inne circle composed of the directors and officers. I like to think of ever individual in the executive line down to the last foreman as a part c the management, but for the purpose of this paper we will eliminate a; but the inner official family. Obviously, it is the first duty of the management to dignify the safet program, and emphasize its importance, first, with superintendents an heads of departments; second, with foremen; third, with rank and fil tt*.K lafeif x. ^r_ ..h?rife.i. 732 . Fourteenth Safety Congress employees; and fourth, with the public. This emphasis must be not sp modic but as constant as pressure for production and quality. Granting that we have stated correctly the general function of 1 management in relation to safety, how are the officers and directors make their influence^ felt in the most effective fashion? First--I would say the officers of the,company should treat their saf< director, in meeting and out of meeting, on the same plane with th responsible department heads. In all meetings of department hea safety records and safety planning should meet on a level with the pL ning for any other phase of the operation. Second--Department heads should be constantly impressed with 1 fact that interest in the safety program is worth some minor sacrifices routine. For instance, our Kimberly plant employing between 900 a 1,000 stnen was resurrected for safety in 1924 through a sustained ser of competitive noon-day stunts and plays in our club house which adjo: the mill. The mill was divided against itself and the ablest leaders! of each half put in charge of these respective divisions. One half of i plant, including the sulphite, wood yard, wood room, and the bleach pk were grouped, in one division, while the paper mill, steam department a warehouse composeSZ the other group. Yellow and green were-adopl as the respective colors. Rivalry ran rampant both as to safety recc and competitive stunts. As all of the talent was drawn from the mill became necessary to make some adjustment within departments in pr aration for the noon-day affairs. One function of the management in tl connection was, of course, to keep these activities within bounds, but the other hand, the officers of the company, glimpsing the probable gj from the effort, frequently advised department heads to loosen up. 1 fact is that although this type of effort has beeu discontinued, it was 1 entering wedge to a new world's record for consecutive safe man-da and along with it a jnorale such as we never knew before at the Kimbe: plant. As above stated, it is the first duty of the executives of an industr organization to make the firmness of their position felt with those n< in line, but their personal influence must not stop there. The forem is tlie real key to the situation. He is the man in daily and consts contact with the rank and file employee. The foreman needs, for 1 encouragement and inspiration, occasional personal touch with the office oi: the company. This may come through presence at stated meetings the foremen's organization or appearance on programs which they ori nate. Directors and officers of a company must occasionally make r< sacrifices o-f personal time and comforth to give this encouragement a backing to superintendents and foremen who are endeavoring to functi in the safety program. Executives Must Show Real Personal Interest When the Green vs. Yellow contest at Kimberly was getting unc way in 1924, fuel was added to the flame by the fact that J. C. Kimber Paper and Pulp Section 733 oar second vice president, and Ernst Mahler, our fourth vice president and general superintendent, chose the yellow and green sides respec tively. This partisanship was real, not merely nominal. They met fre quently with their respective side leaders and gave the b.est that was in them to the competition. Several of the surprises that were sprung during the five months when this idea was booming were due 'to the imagination and force which these two men contributed to the competi tion. Along with it they gained a firm place in the estimation of the foremen and men of their respective divisions. In 1923 when our Niagara plant finished its record run of 97,000 safe man-days, our general manager, F. J. Sensenbrunner drove to Niagara and back on Sunday, ^December 9th, a distance of 136 miles each way to be present at a gathering in the club house in honor of the event Last March, following a serious accident at our Niagara plant, whiclr resulted in the death of one man, when the safety spirit seemed to b slipping, a dinner meeting of Niagara foremen and their wives was ar ranged and five directors of the company journeyed from Neenah tt Niagara, 136 miles, to be present. At times, there Is no' substitute foi this personal appearance and personal word. Incidentally, we felt oi this occasion that we had touched a nerve when we recognized the par which the wife plays in the safety game and we feel sure that all of th< wives who were present felt a little closer to the management of the com pany- and Its safety policy than they had before because of this consid eration which was thus shown them. It goes without saying that it is a part of management to see that al necessary guarding is done and done promptly. It is a habit of engineer ing and eonstruction-rlepartments to get a new machine or new proces into operation at the earliest moment and let the guarding follow as i may. It should be a function of management to see that all necessar; guarding goes hand in hand with installation. If this Is slighted, respec for the safety program suffers. Thousands of Dollars Being Awarded -as Cash Prizes Last but not least, the management must be willing to sacrifice final cially for safety returns. Any live formen's organization is willing an eager to put across a program that will capture the imagination of met but all such programs heed financial backing and It ` is our experienc that money thus spent is well spent. In our organization, -we are, ove 1925, running a thousand dollar prize contest among the four larger unit! Fortunately the contest is "nip and tuck" and provides a constant focu for safety interest. In January of this year we saw to it that one c the National Safety Council calendars with the company's name thereo found its way Into the home of every employee. Best of all is the hui dred-year-safety-man plan, originated by our Mr. Hoyman. Under thi plan, the safe days of all employees in a given department are added da by day onto tbe life of an imaginary safety man and when these con bined consecutive safeTdays total 100 years', there is a distribution of fivi ii! t ,,Fourteenth Safety Congress dollar bills to all members of the winning- department. During the fin six months of this year, we passed out In five-dollar bills the sum < $5200.00. Our hope Is to get this up to a total ot $12,000.00 per year, an when we finally arrive at that goal it will mean that few accidents ar occurring. Several of our more hazardous departments, such as coi struction, machine room etc., are on their second, third and fourt hundred-year rounds. In effect, this plan places a body of employees i the position of the ensurer, only it reverses the usual objective. We pa for safety after it is accomplished, rather than for accidents before the happen. Further, this idea possesses a high morale value. The teai work and mutual watchfulness in a department as it approaches the hui dred-year line becomes very marked, absenteeism is reduced, and tun over is retarded. The five-dollar prize is coveted but the real zest come from the achievement of winning out in a long grind, and the fact tha the members of the management show their personal and financial ii terest in the achievement. Introduction of A. A. Lowe Mr. Lowe read his address and also that of Edward B. Fritz, publishe "The Paper Industry." Mr. Lowe then presented the loving cup to Mr. Rosebush of tl Nekoosa-E'dwards Paper Company. The meeting adjourned at one-thirty o'clock. THURSDAY- MOENING SESSION The Third Session was called to order at ten-five o'clock by Chairim Hoyman. -- CHAIRMAN HOYMAN: We promised yesterday we would have the gentlemen who made sueh excellent records during August tell us son thing about bow-they did it. MR. YOUNG (Kimberly-Clark, Kimberly, Wis.) : Mr. Shattuck, in li talk of yesterday morning, covered the high spots of what we are doing our mills in keeping up the interest in safety. In order to explain he we went through the month of August safely, I will have to go back 1924 when the interest of this thing really started. We have really p this thing across by selling the idea of personal safety to our forem and our men right down the line. I will have to go back to the tir when the famous Green-Yellow contest started in the, Kimberly plai Up to that time we had been carrying on inter-mill contests. The mkind of lost interest--: They didn't pay much attention to it, so some us (I was one of them) suggested that we have an inter-department cc test. Our Kimberly mill has approximately 1,000 employees and i divided the mill into two groups as equally as we could and called the the "Green and Yellow" group. There is where the thing really start* We sold the idea of safety to our men along an entirely new angle. Tl Paper and' Pulp Section 73 c company just built at the Kimberly plant a beautiful new club house, which made it possible to carry on the program, and I don't think there is anything we didn't^ do in the year 1924 to keep up the interest in safety. My work in the Kimberly plant is along the line of material and supplies and standardization work, but I happened to be the one selected to hit off the Green division as chairman, and spent a lot of my time both in working hours and out of working hours in putting this thing across. I want to say I never got a bigger kick outi of anything in my life ae I did in this program of safety work. The two divisions got organized, and there was a very keen- rivalry, friendly1 rivalry, of course'. At times it got worked up to aT fever heat, and it resolved itself into a battle oi wits between the two. One division would put on a stunt on Monday oi the week, and the' other division would put on a stunt on Friday. Foi six months we were putting on two stunts a week in our club house Each division would put on alternate stunts, and I want to tell you in some cases we went to a lot of'trouble and expense in putting these things on as our safety director, Mr. Hoyman, knows. There isn't anything we didn'i tackle from a prize-fight to a greased pig catching contest and snowbali fights, fancy dress parties, hard-time parties, and even a circus. Whet we had these stunts we delivered a safety message. We got the crowd there and gave them this good entertainment, and we ended up by giving them a good rousing safety message that they carried away with them All we had to do was put up a notice that there would be a program. W used to fill the club house every noon with from 1200 to 15.00 men anc women in the village. Sometimes there wasn't standing -room. Some times our program was put on at night, and sometimes on Sundays. W< put on a couple of programs on Sunday, but most were put on durinj the noon hour, from twelve-thirty to one o'clock. In addition to this, we have at our Kimberly plant what we call ou: mill safety council. I happen to be chairman of that at the present time We meet every Friday morning in the club house at eleven-thirty for s good, snappy half hour session. This meeting is attended by the super intendents of the plants and all the department heads and foremen, thirty five men. We always have something at that meeting that is worth while It isn't just a get-together to spend the time, but we really have somethin] worth while, something a fellow doesn't know is going to happen. We ar< keeping up the interest all the . time. There is a bunch of us that havi our minds on this thing all'the'time, trying to get new ideas. One of thi reasons why I came down here was to get some new ideas to take bad to keep up the interest. Briefly I have pictured to you what led up to our going through the month of August without an accident, and I just want to say that we no only went through the month of August, but we made a record of 15' days or 135,000 man Hays, without a lost-time accident. So far as wknow that is the world's record for paper mills. Isn't it, Mr. Hoyman? CHAIRMAN" HOYMAN: If I say so, somebody else will challenge it. MR. YOUNG: Nobody has challenged it. I think that is the record That thing was only inade possible!- by the fact we kept the. whole gang 73 a Fourteenth Safety Congress every last man and woman in tlie mill, boosting the thing. You doi have to drive them to it at all. It is part of their daily job, and th< are thinking safety and living safety every minute. When this accide did happen, that broke our record of 150 days, I tell you there was gloo over that. It was a^simple accident. I don't think it should have ha . ened. It happened^one Saturday morning just before quitting time the finishing room. A. bundle of paper fell off a truck that wasn't loadi very well and fell on a man's ankle^ It gave him a compound fractui The man will be off duty until the first of the year. \ There is another thing that is keeping up the interest in safety, ai 'that is the $1,000 prize which the company has put up. -It is their fir annual contest among all four of our largest mills, and they put up prize of $1,000 which is going to be given away on December 20th the mill that has the best record for the year. Of course the' interest that is very, very keen. CHAIRMAN HOYMAN: Who will be the next one to tell us? J. S. LESLIE-, (Lincoln Pulp & Paper Co., Merritton, Ontario): Durii the month of August we were in the middle of a three months' safe contest from July to September inclusive. We have no safety engine at our plant, but we have a safety committee. We have three plants ei ploying a maximum altogether of 250 employees. Each plant appoint four employees from its plant to become a departmental committee. Ti committee in turn appointed, a chairman. Each chairman automatical became a member of the central committee which was composed of . three superintendentsT general superintendent, the departmental chairms and a representative^of the management. This committee organized a safety contest from the first of July to ti thirtieth of September, so that this August cup contest came just in tl midst of the contest which we were running. The contest which we h was one similar to that used by the City of Niagara Falls in the city-wii contest. Each mill was given 1,000 points to start with. Then'they we assessed a penalty for each accident, each lost-time accident. The meth< of arriving at the penalty was based on a previous year's experienc Fortunately, or unfortunately rather, our Leister mill had one small ac< dent during the month of August, which prevented them from being amoi the honored sixteen. ~. The committee itself worked up a certain amount of propaganda to 1 spread around the mills. The superintendents did what they could to e courage the departmental committees. Safety boards were put up in ea< mill showing the daily: standing of the three mills, and there was a gre deal of interest evidenced throughout the mill. The first month, Jul showed very excellent results. The whole plant was grouped as one f our accident records Thto the Ontario Pulp & Paper Makers' Safety Ass ciation. To show you the results we got from this contest, I will compa June with July. In June we had four accidents resulting in forty-eig days' lost time. The lost time in days for full time work is .236. In Jul the first month in which we had run a contest, the plant jumped fro seventeenth place to fourth place with one lost time accident, six da; Paper and Pulp Section 137 loss; lost time days for full time was .029. The three mills ahead of us in July had no accidents and employed an average of about forty each, so that we felt that the contest we had put on was very well reflected in the results of the first month's showing. We did not make - any special efforts to spread propaganda for the August cup, because we thought that sufficient work had been, done for the contest and we let it run along. ' MR. ROSEBUSH: Mr. Chairman, sometimes it takes an explosion to wake us up. We had such an explosion in the month of January. In bleaching our pulp we use tanks containing chlorine. They were attempt ing) to empty the contents of this tank, and through the cold weather it was necessary to heat the tank in order to get some action of the chlorine. The man in charge of the tank covered it with a piece of canvas and inserted a steam hose underneath the canvas, close to the plug in the end of the tank. The lead plug became heated, allowed the gas to escape, and I think nine men were gassed by the chlorine gas. In the month of January, 1925, we had eighteen accidents. We got our central safety committee together, called In the president of the company, the assistant general manager, mill manager and heads of thq departments. The question was put up to them that we would have , to change our conception of the whole safety work and the policy of the company if were going to- do away not only with that type of accident but with the accidents of every character. At that meeting the slogan was laid down, "Men first, machinery second." We told the central safety committee, or rather we discussed the problem that we must carry that into effect in the mill, that men first, machinery second must mean exactly what it said, and that in every instance machinery was to be sacrificed for the welfare of .the men. The second proposition which was discussed and later put up to the men was that the company felt it was doing all that could reasonably be expected in the - way of guarding machinery, educating the men in the lines of safety work, and teaching them safe practices, but that they must assume' their side of the responsibility, and no man in our employ could thoughtlessly or ruthlessly have accidents and throw the responsibility en tirely upon the company. We tried to drive those two things home. As a result of that intensive campaign, we have not had any accidents in the Port Edwards mill since March 26th and in the Nekoosa mill since June 18th. Now the means by which we aroused the interest and kept it alive, 1 think was largely due to the bulletin work,1 we did throughout the mills. We have made at least two bulletins every day, and sometimes more, since we started that Campaign early in the year. It has cartoons of the homely type, safety slogans, items of interest in regard to safety, hap penings in the mill, in connection with.other bulletins from outside sources. -- During the month of August we stressed the safety contest for the cup with a picture of the cup and the heading which went with it, which I think was put out by "The Paper Industry." It was a big red poster. ^^ J'al...... :-... .................. --!3mL 738 Fourteenth Safety Congress Those posters were put up around the mills, and we supplemented t with our own homemade posters. There has been started the scheme of painting the number of days the sidewalk. There are 201 cement blocks between the clock house j the mill. After the Port Edwards mill had reached 99 days, we begat paint the figures upon the sidewalk^ so that every day the men going the mill had to pass over those figures, had to see what every day total' Of course, we played up to the record of other mills, Niagara mill, K berly mill, as an incentive for our men. We also had signs set on the st which were movable. On one of these was the- Niagara mill's record 1 think, 150 days. That was set opposite the one hundred and fifti cement block on thcTsidewalk. . Beginning with ninety-six, ninety-nine, or whatever it was, we mo the sign each day with suitable posters on it, until the two got etc and closer together, and' finally they stood side by side. We said, "H is Niagara's record. Now we are going on." We moved the one hund - and fifty mark, marking it 200,- down close to the mill and told the b what they had to do, and they are doing it. I don't think our experie: differs much from the methods used by Kimberly-Clark. They may, j haps, be suited to our own needs, but I think in effect they are the sa: We started the contest, I believe, in March between the two mills, ] ting up $800, $400 to each mill. Every man participated in that moi Later, every man of the department in which there were no accide participated in that money. Later, by a vote of the foremen and fi the sentiment gathered from talking with the men, we made that a ji pot. In the second three months the Port Edwards mill got the $! The third contest which is from August 16th to the first of January, i is now going on, will net the winning mill $1,000. That will be divi among the men. -- Men, I believe you have got to spend money if you want to put sal across, not because it is safety. You have to spend money to get any g results. It costs money. I don't think there is anything further I add, unless there are some questions on some points I have not touc upon. (Applause.) CHAIRMAN HOYMANi Mr. H. A. Refiinger, one of the vice-presidt of the National Safety Council, who has a particular subject at heart t he is going to speak about, has asked for a few minutes to talk to you membership. _L MAJOR RENINGER: Spoke on methods that can be used in solicit National Safety Council memberships. RALPH - PECK, (Mead Pulp & Paper Co., Chillicothe, O.): I uni stand your principal meetings are held at noon, and they are more or : elaborate. How do "you attract the interest of the tour workers? 1 seems to be our problem. Our plant runs from seven in the morning u -three o'clock. That is the first trick. How do you get that trick to a n meeting? ^ CHAIRMAN HOYMAN: It is very hard to explain that without s< Paper and Pulp Section 739 one having seen our meetings. The point is that our fellows off duty come into these meetings. Here is another thing that just shows how far the interest goes. Those Monday meetings had to he changed, and you never in your life could guess the reason why. It was because they interfered with the wives of the men'doing the washing, and they wanted to come to these meetings. (Laughter.) MB. FECK: I understand-you offer a $1,000 prize to one of your plants. How do you expect to hand this money to the men, prorate it in the form of a prize, food, or what? . CHAIRMAN HOYMAN: The money can't be distributed in cash. One of the first ideas thought of by the Kimberly mill was to get three brand new- Fords and bring them down there on that day and pass around tickets, and let three men drive home brand new cars. It is surprising how that gambling instinct came to the front. Another suggestion was to equip a band with instruments. They are not going to do it, I am afraid, because they are not quite far enough along. They have changed the manner of distributing the money a half dozen times. It cannot be distributed in cash, because we give a great deal of cash on the $5 scheme of ours. We have* given about $7,000 "this year to departments making fine safety records. We have some 2700 people and $1,000 wouldn't go very far. ' MR. YOUNG: I just want to add one more important point as a result of that famous Green-Yellow contest at the Kimberly plant, and that is it has made a very, very Complete understanding between the men and the management. There isTthe best of feeling existing in that plant that you could possibly . imagine. It has . just been brought about by this great spirit of play in the contest we put on down/ there. CHAIRMAN HOYMAN: He might have finished that by saying our general manager was captain of one of those sections and Our first vicepresident was captain of the other. If you can get your management to do that same thing, you will get a lot farther with safety. MR. ROSEBUSH: money out in cash? Would you mind stating why you don't give that CHAIRMAN HOYMAN: I have tried to say it was because it wouldn't be enough per man to be interesting. SECRETARY PEACOCK: Mr. Chairman, we have Mr. Wilson's paper here. W. F. Ashe, of Thilmany Pulp and Paper Co., is "prepared to read it to us. -- THE SAFETY INSPECTOR AND THE FULL CO-OPERATION OF THE PLAN ORGANIZATION Andrew S. Wilson, Safety Inspector, American Writing Paper Company, ^ Holyoke, Mass. A good safety inspector, is a big asset to any plant. He should be conscientious, feeling responsible for the safety of those employed in 740 , Fourteenth Safety Congress his plant insofar as his efforts to make the- plant conditions safe concerned. He should make inspections at regular intervals and ! matters up with the foreman of the different departments regan! the practicability of safe-guarding something- that may seem a Isaac The efficient foreman is always courteous to the safety man wh< trying to prevent accidents and lost time, and most important of pain and suffering^which cannot be compensated in dollars and ce It was not so long ago when' the insurance companies' inspeci who used to go through the mill and make recommendations for guz and betterment of conditions were regarded as being forced upon by insurance legislation. Today good inspection service and complia with practical suggestions from plant, insurance or public inspeci is welcomed by all well regulated plants. Ail ideal organization is one made up of superintendents and foren who feel that safety work in their respective departments is a v part of their job, and that it is all-important that suffering, loss time and wages to employees and production to employer due injuries while in the course of their employment, be eliminated, to my\mind, this is not asking too much of any foreman. I feel 1 no department in our paper mills is so large that the foreman c not have time now and then to go over the problems of safety, s as the safe way of handling material; the prompt attention to mi injuries to prevent infection, which is a large factor in many ca etc. The foreman who is forever tied up to production, to the exi that he pays no attention to safe practices of his fellow workers : the condition of plant equipment from the point of safety is efficient, as lost time from accidents cuts into profits. I think that will agree that bad. accident experience is detrimental to the. morale plant organization and causes labor turnover which, is costly wl skilled help is required. I believe that one way to get results in reduction of lost time a dents is to sell every employee in the plant on safety. I am quite s that, while we have advanced a good way in safety work, we are sold 100 per cent yet. I believe the Golden Rule is a big factor in pi organization. Tom, Jerry and Bill do not get hurt purposely; th may be numerous causes for the accidents they had during the y< Have the wife or children been sick, making additional burdens, : does Tom ponder on these things when he is at the job, and some tii when he is at a dangerous point of operation in his work? I beli that we forget'to ask Tom or Jack or Mary once in a while how thi: are going, and by so doing bring out suggestions that will help us do many things that will promote welfare, safety and production ciency in our plants. The employee should feel that the employ* office door and ear are open to him at all times to discuss any mat that he may feel would benefit him, his fellow employee or the pi organization in general. Team work is the big issue that is going help right some of_our industrial problems that exist today. Paper and Pulp Section T4: Lost time due to accidents is a big waste. I believe that every mai sbonld help eliminate the many inexcusable injuries that are occurrinj every day. Instead of saying, "It's too bad It happened," let us worl to prevent accidents. Onr plants and their departments have thei: own peculiar hazards, and the fellow who is surrounded by them cai best find a way to prevent accidents in his department. While then are numerous systems and records- gotten up for carrying out safety work, we must have the personal interest of every employee. I know o no .effort that gives more satisfaction than to know that accidents an fewer in number, which means less pain and suffering to humanity ai well as a larger pay envelope, and more production to employer, hap pier homes and better communities. CHAIRMAN HOYMAN: Is there any discussion that we might hav on that paper? , FRED BRAUN, (Employees Mutual Liability Insurance Co., Wausau Wis.): My experience with safety inspectors of paper mills has beei mostly in the State of Wisconsin. In the article by Mr. Wilson he says the safety inspector is responsible for the safety of the men. I wonde: If all safety inspectors really believe that. It has been my experienci that some safety inspectors assume too much responsibility or use thei: own judgment too much. Mr. Wilson says that the foreman should b< courteous to the safety inspector. I would reverse that and have the safety inspector be courteous to the foreman, because the safety inspec tor has no charge of a group of men whereas the foreman, of course, has In the matter of guarding, the safety inspector should find out whai kind of a guard is required and not say whether it can be put on or not because I don't think it is' up to him to say so. He should call in his foreman and tell him what is required and get his co-operation. The foreman, of course, should see to it that the/ safety mechanic puts these guards in .plae.e. = CHAIRMAN HOYMAN: Is there; any one who would like to ask Mr Braun a question at this time? MR. ASHE: I think the safety inspector being a gentleman should be courteous to the foreman. Yet I believe there comes a time in the plant where somebody has to take the responsibility and say that this danger ous practice can't be gone through, production or no production. Whether safety inspector, safety^ engineer, personnel manager, whoever it may he in the plant, somebody has to say that thing at times. Most of us dele gate the job of safety inspection to some one else, but there is a time when the authority of the safety man must be correlative with that of the mill manager. If the mill manager is not completely sold on safety and carrying on a practice that is dangerous, it falls to the safety man to tell him that that cannot he done. In a mill where safety is thoroughly sold throughout and, as Mr. Wilson says, where there is full co-operation, in the plant, he will have no difficulty in doing that thing. He will be able tn if fo nfftilltr Knf orv-nooftTv* r\^v*Vr. __ill 742 fourteenth Safety Congress The reason I asked that Mr. Braun be called on was that Mr. Braun has the opportunity of seeing a great number of safety inspectors, and I thought perhaps out of his experience he might have, something , for aii off us. CHAIRMAN HOYMAN: I present' to you your chairman for next year, who is going to preside during the rest of the meeting, Mr. W-, J. Pea cock of the Northerly Paper Mills, Green Bay, Wis. (Applause.) Mr. Peacock took the chair. V. R. CURRIE, (The Texas Company, Houston, Tex.): This morning we received a challenge from thei Kimberly-Clark Company for a no-lost time-accident campaign. On behalf oft our Port Arthur works, which' bj the way covers over 5,000 acres, we have accepted that challenge and, : think, have the earnest9 support of our. entire section. In fact, on announc ing that acceptance of_ the challenge to our section a few minutes ago all of the members present wanted to enter into the same contest. MR. HOYMAN: I represent Kimberly-Clark. It was my -opinion w< were speaking about the Paper and Pulp Section rather than an individua mill, and the idea of a contest was of the section against section rathe: than individuals. Of course, we will be glad to arrange an individua contest on the side, if you want it, but we would rather make it a section We expect to get some good out of it as a section, and we hope you wil likewise. MR. CURRIE: Prom the interest exhibited when I made the announce ment, I think the entire Petroleum Section will be glad to take you on While I didn't, so understand it, I think possibly I can speak for the set lion in this matter. In fact they are discussing right now the matter o statistics on the basis of getting together along that line, which will er able us or the companies representing the Petroleum Section to ente such a contest. - MR. HOYMAN: We authorized the officers of this section to get tc gether with your officers and make any arrangemeots they desire, presume they will do that: CHAIRMAN PEACOCK: Gentlemen" of the Section: Mainly for th consideration of our officers, I have jotted down some points. I think : is just as well to lay all my cards on the table for the purpose of genera Interest. I am thinking now not simply of our program for next yea: wherever this session is held, but of the sectional activities for the yea With accident contests with the Petroleum Section and within our ow section as a background, I have some other suggestions. Next year w shall want to bring men of experience into this section back again wit their presence and their advice. I have been in the section four year and during that time I have seen new men come in and some splendi older members retire to the sideline. We need both, gentlemen. We nee the advice, the co-operation, the judgment and the experience of thes older members. We need the enthusiasm of the newer members. Anotb< thing: There are, I understand, some 1200 pulp and paper mills, don't know how many of them we can get as members of this section, tw ll:n ..-eagga..;.^liEL 5:~--wm .LlCBfciriSIgj i:: -.i.1j. aiai Paper and Pulp Section 743 so for we have only 185. That isn't enough. We ought to have 500 mem ber firms in this section. Isn't that your thought? Possibly that can be achieved this next year. A second suggestion I have is that next year we center on getting to our executives every man either with his safety man or with some su perintendent. Kimberly-Clark comes down with Mr. Shattuck and a rep resentative from each of their mills, and others of you are doing the same thing. I understand the Hammermill mill is represented in the same way. I think Mead Pulp and Paper Co. is represented in the same way. The next suggestion I have is the possibility of paying more attention to the potential attendance in the local city where the congress is being held. I was looking over the telephone directory and I find there are between fifty and seventy-five paper jobbers or concerns related to us. Those men ought to be here. In fact we might impose upon them in ad vance a responsibility for putting this thing on the map in their own community. The next suggestion I have is that next year we try to get one or an other of our big speakers before the Rotary, Lions or Kiwanis Clubs, speaking to, local assemblies. The next is that we keep our publicity and our reports prominent. We are grateful for the presence and service of A. A. Lowe who has been acting as publicity agent for this section. Another suggestion is that we keep Canada on the program next year. Another suggestion is a slogan, "Paper and Pulp Section Always a Strong Program"--with the idea of drawing attendance from stragglers or? men who take the sessions in rather hit-and-miss fashion. Now, there are some ^special suggestions. In the first place, again, that we make the contest a big and attractive feature to keep our atten tion together, provide us with news letters and bring up the morale of. the entire section 'throughout the year, increasing membership, decreasingaccidents, getting up spirit from t every standpoint. Another suggestion- is that we continue the' news letters throughout the year. We will ask our secretary to specialize on that field. Another is that we provide special activities for our executive committee. They might, for instance, be charged with the obligation oi} getting new mem bers in their own sections of the country. They may be charged with sending in news to the ws letter. Another suggestion is that these ex ecutives see that safety news of any kind gets into all of our paper maga zines, current' organs, and especially National Safety News. Gentlemen, we haven't as much representation in National Safety News as we really ought to have.) Send in your pictures; send in your stories. Last's keep ourselves on the map. CHAIRMAN PEACOCK: We must move on to the next number on our program, and the closing number of the session. We are favored, indeed, to have the, presence of the Honorable Alexander R'. White, chief sanitary Inspector, Province of Ontario, Toronto, Canada. 1 -mm-- 746 Fourteenth Safety Congress States, have made very enviable records- Others, unfortunately, with the same facilities and opportunities, have fallen far short of what is believed to be a fair average accomplishment- Therefore, such gains as are made up by the efficient accident personnel and the enthusiastic plani manager are very largely offset by the bad record plants. It has often occurred to me that the offering of a cup or a shield 01 some other prize to be competed for annually (such as is the case botb in the United States and in some parts of Canada) is a thoroughly sound business practice. Competition in any business as a matter of fact, can not fail but to arouse interest and we must have an interest in our sub ject before we can expect a better result. It seems to me, however, that after we have gained possession of this cup or shield or whatever the prize may be, we are content, so that oux efforts are relaxed and we gradually sink back again into our formei condition of mind, and accidents again begin to happen. No doubt many of you engineers have been greatly discouraged when after guarding every fly wheel, belt, gear and shaft that could possibly be guarded, then turned tbeir attention to good plant housekeeping and arranged for and organized safety squads for each shift, put placards up all around the mills so that apparently everything possible has beer done that could be done and yet accidents continue to happen, oftentimes in regular epidemic form. Why is this? I sometimes think that toe much stress is laid upon, the placing of guards and too little upon a bet ter understanding of the human machine. If we spent half as much time and thought upon the good health of the workman, even if he does nol appear sick, and provided the best possible conditions under which he has to work, I am quite sure we would have less accidents. I do .not expect that accident cost will be reduced very materially bj the reduction of accident frequency except in those mills which now have a bad record and which can very easily be brought up to the same standard as the mills with the. good record by the application of the same principles as already have produced a good result. I am rather inclined to believe that in the study of severity will be found the next large sav ings. The practice of sending your injured workmen to any one of tei physicians, should your plant he situated in a town or small city, should be stopped. How can you expect any of these ten curative physiciaus to be interested in shortening the period of disability, since in so doinj the treatment fee would also be reduced. Such an arrangement'is quit< impossible if lessening the severity of cases is the end you seek. Accident Cases Should Be Sent To One Physician Tour' accident cases should be sent to one physician who should bi arranged with to take a special interest in your cases and to havin{ the injured employee T>ack to work at the first possible moment (cod sistent with good medical practice). The same physician should als< oversee your first aid facilities whether you utilize the services of s nurse or use trained employees. An attempt should be made by him t< Paper and Pulp Section assist your safety department to locate special hazards, other than ti which may be cited as environmental. ' In short there are a hund different ways in which the doctor who would exclusively deal with 3 injured men could help in reducing accident cost if he is chosen, wis The great savings in accident cost, however, as I see it, are not ic made so much in connection with your mills as in the wood camp, f: whence your supply of pulp wood Is. derived. It really does hot m any difference whether the wood,is .^t by your company, upon your < timber limits or is purchased^XTptp>'j.Vome timber contractor, you' are required to pay the ^id@ntt^gsf.wiiicb is charged in the cord 'wrfee. ' . .relict In Canada, at least, whatever may1 be the case in the United Sts (he accident losses each winter are appalling. Take the general lum ing concerns of Ontario for example--during the year 1924 there v 32,000 men employed in tbe timber camps, 44 were killed, 3,423 inji and it cost the industry $1,000,000 to pay the shot. Add to this permanent disability cases, which are legion, and try to imagine number of fingers, toes, hands, arms and feet that have been amputa and you will still find a sufficient excuse for the classical statement n by Juhnke "That cripples and helpless wrecks are still a by-produc certain industries.'/^ Ten Per Cent of Men Injured Each Year Ten per cent of the men employed in the woods camps, whether gaged in the cutting of pine logs or pulp wood, are injured, each y Realizing that this situation required some drastic remedy the Lum men's Association of Ontario retained the writer to look into the situa and see if something could not be done to check this appalling los man-power and in dollars. A short investigation with the facilities at our disposal, showed the great preponderance of accident cases were ware cut and saw cuts that, with proper care, few these 'cases should have gone to < pensation had not infection set in due to lack of first aid. Thus the ability was at least quadrupled not to speak of the hand or foot, an some cases, the arm or leg having to be taken off to save the life of woodsman. Investigation of the accident cases of thirty companies closed a rather interesting and somewhat startling" fact, which shouli far towards explaining the high accident cost charged against your v before it enters the-mills, in connection with the thirty companies w I have already mentioned. There were approximately 500 open woi during the season worked. Sixty per cent of these wounds were fected when first seen by the doctor so that primary suture (or the ing up of the wound) was impossible. Now at this point I wish to make sure that these facts which I recording are being thoroughly understood and their economical si? cance. fully noted. The temporary disability in each of these cases extended four 6r five. times what it normally should have t so tbat these accidents cost just five times as much money and five times as much pain and suffering as was necessary, and in addition, with out doubt, there would be among the 500 cases of infection a number of permanently disabled men which the industry must continue to support and pay for as long as they live. Surely it may be seen at a glance if our business as safety organizations is to prevent accidents if we can, but if accidents should happen, and they wilt, then strive to reduce the extent of the disability and thereby reduce cosh There is no surer or quicker way to approach your ideal than to plan to properly deal with infection of wounds both in your paper mills and in your woods camps-- for, let me repeat again, it matters little whether you cut your own wood or purchase your supply from, contractors, you must still pay this awful accident cost. I see no escape unless the issue is squarely faced. Now I feel quite certain you may consider I have strayed from my subject, and that you may, for the moment, be vastly more interested in a good accident record at your mills, but can you afford to. pass up, or side step, the opportunity to reduce accident cost in your logging camps when you are now aware that failure to deal with the question is penal izing your mill manager by adding thirty cents to each cord of pulp wood he purchases. = Assuming therefore, that you are vitally interested in all phases of ac cident cost which effect the well-being of the pulp and paper industry, I would offer the following plan which I am sure will be found effective, and which will, I am quite certain, be adopted by the forest product in dustries in Ontario and perhaps in some of the other provinces as well. Offers Several Definite Wecowuwa ndntioni 1st. The establishment of first aid facftttiea at every camp, irrespective of size, or the number of men employed. 2nd. The industrial physician associated with each company, is to agree to teach the drrfc the practice of first aid t the injured, (with spe cial emphasis upon the proper stecdHaastieu of open wounds>. the splinting of broken bones, and the proper methods to wee in stopping excessive blood flow and resuscitation. He fewH also teach, by practical demonstra tion, the kind of cases which may he treated in camp and those which should immediately be sent out ter bamftml treatment. I am stressing this last item particularly as I find that there are a great number of cases sent to the hospital which could be dealt with at camp and the man remain at light work, 3rd. The foreman Is each camp is to be responsible for directing the injured man to the first aid odBocc as soon after the accident as possible, and shall further fix or attempt to fix responsibility for the accident. 5th. The woods boss or manager is to oversee the work of both first aid officer and foreman and is to report to the accident engineer or to the Association, any failure on the part of this machine to function at 100 per cent effclency- Steps will then be taken to probe the situation and apply a proper remedy. The clerk who. under this plan, is also to be the Paper and Pulp Section 749 first aid officer as you -will note, is to be subject to discipline in the same manner for failure to perform bis new duties as if he neglected bis regu lar work of bookkeeping or other duties. 5th. The industrial physician who enters into a contract annually with the company, is to agree to take an interest in accident prevention, and is further to do all in his power to hasten the return to work of all men who may be injured, consistent with good service. On the other hand the company is to agree to provide light work for such men as may be returned to camp by the doctor but who are not yet strong enough to carry on the same work as before being injured. I find that men who have completely recovered from injury but who are not yet as strong as before, are allowed to remain hospital patients for a considerable period after complete healing of the wound. The cost of such practice in Ontario is $3.00 per hospital day, plus the doctor's fee and in addition 66% cents compensation is paid to the injured man, or $5.50 per day, whereas it the man is returned, to camp and light work provided, no further cost to the industry will accrue, the man himself will be better off earning 100 per cent of his wages, and will recover his normal condi tion much more rapidly:by reason of the light exercise. But even assum ing that the injured man does not commence work immediately after his return, you will have saved your hospital cost, your doctor's fee and the man's compensation allowance without imposing any hardship or injustice upon any one by the application of good business practice. 1 hope these, few definite thoughts on the combining of health and acci dent services may, at least, serve as the basis for a good discussion. There is much to be said on tbis great question and many angles that might be taken up and thrashed out to the industries benefit. For the present, however, I see great possibilities in merging the health and the accident organizations since, while each works separately, I see no reason why this should continue, and in these days of rigid economy do not let us forget there is much sound economics at least suggested in the title of my paper. ' ADJOURNMENT Petroleu: Section September 29 and 30 and October 1, 1925 E. J. SENNE, General Chairman Safety Supervisor, Vaecum OH Company, New York City ROY J. KELLEY, Chairman, Pacific Coast Division Manager, Industrial Relations, Associated Oil Company, _San Francisco, Cal. J. D. BRIGHT, Chairman, Mid-Continent Division Secretary, Texhoma Oil & Refining Company, Wichita Falls, Texas T. W. WADDINGTON, Chairman, Atlantic Division Mechanical Superintendent, Standard Oil Company (N. J.), Elizabeth, N. J. DR. R. P. ANDERSON, Secretary American Petroleum Institute, New York City TUESDAY MORNING SESSION HE FIRST Session of the Petroleum Section convened at ten Xo'clock at tlie Statler Hotel, Cleveland, Ohio,' E. J. Senne, presiding. The First Session of the Petroleum Section convened at ten o'clock at the Statler Hotel, Cleveland, Ohio, E. J. Senne presiding. CHAiBMAir Senne: In: opening this meeting of the Petroleum Section I first wish to take the opportunity of extending to all here assembled greetings and an invitation to please attend all of our meetings. ATLANTIC DIVISION--PETROLEUM SECTION Report of Activities by Chairman Thomas W. Waddington The Atlantic Division of the Petroleum Section of the National Safety Council was officially organized'during November, 1924, with the follow ing staff: ____i- Regional Chairman T. W. Waddington--S. O. Co., (N. J.), Elizabeth, N. J. Regional Secretary E. A. Timm--S. O. Co., (N. J.), Bayonne, N. J. rsi in-z r ourrcenUi /safety uongress Vice-Chairmen Producing Division--R. S. Bonsib, S. O. Co., (N. J.), N. Y. Maanfacxnring Division--W. V. Winslow, Texas Oil Co Pipe Dine Dfvision--F T. Sloan, Tidewater Oil Co. Marketing Division--Wilbur Burt, S. O. Co., (N. Y.). Membership Committee E. A. Timm, Chairman. Publicity and Bulletin Committee J. A. McDevitt, Chairman Program Committee Wilbur Burt, Chairman During the month of November, letters were forwarded by the chai man of tbe Bulletin Committee for the Atlantic Division to the safel men in seventy-two petroleum companies for the purpose of securir subject matter for new bulletins as well as intercutting those not t present members of the X. S. C., calling attendee to the great value < this organization's assistance in advancing the owe of safety. On January 26. 1925. a conference of the Bulletin Committee, togeth* with the General and Atlantic Division executive*, was held at tl Bayonne Industrial Y. M. C. A. for general diaeeaahs of the bullet) question as well as to ascertain the number of bQetbu desired by tl different company members during the coming year, on subjects pe mining to the production, manufacturing, pipe line and marketin branches. Communications were forwarded to seventeen representatn ^Safety men for the purpose of securing picture* and data for safe! tnalVttnu. A wowy vjo made of the material on hand suggesting topics to l covered fcy these bulletins and the following subjects were determine ctpcm and awrtgaed to the various members of the committee: J. A. Mf-fK-r-irT: **3*0 no* stand on trucks while in motion.** **l*oot run motors of trucks or cars in closed garages.** "Blanking lines of all storage tanks before men enter to do any work, electric light extensions when working la stills." Tightening bolts on manhole plates. Sockets on wrenches becorn bent from strain so that it is difficult .to secure a hold. Danger t wrenches slipping off nut and and causing severe Injury, or worker ma lose balance when wrench slips and fall. Such accidents have occurre both on vertical and horizontal--end or top plates--of stills." "Roping off area back of crude stills when being cleaned to prote< others from being injured by falling coke. Large plain numbering < stills at front, back and top; also in rear of condensers in order to saf< guard opening of valves on the right stills." -K:ia Fggggga Sfc^.ii--MIMi- dtfb .'Petroleum Section 753 "Protective clothing for men when cleaning stills; or in the inspection of hot stills." Mr. McKenty, Atlantic Refinery. "Ground all tank wagons while filling and emptying." Franlc Singleton-. "Do not take chances at R. R. crossings.-" B. J. tSennez "Flarebacks from oil burners." "Unsafe scaffolds." "Dropping Tools." __ A. L. Grimmez "Improper clearance of tracks." "Improper .shoes." V. R-. Currie: "Smoking and use of matches." "Open Lights." =__\ ^ "Fire Hazards: Accumulation of waste material which may produce spontaneous combustion." "Keep all walkways"and runways around stills clear." "Wear life belts when cleaning tank cars." "Don't stand on gates and valves to reach different places. They are not designed to carry your weight. Get a ladder." R. S. Bonsibz _~ "Dangerous Ladders^" As the result of these assignments a full quota of answers were re ceived covering subject matter and illustrative photographs which were duly forwarded through the proper channels to the Chicago office. Th responses were so complete and satisfactory that the Division feels greatly encouraged and looks forward to greater developments in th matter of posters and bulletins for the coming year. During the month of February, a two-day Conference was held at th Old Colony Club Rooffil of the Hotel Waldorf Astoria, E. J. Senne actinj as chairman of the meetings in the absence of T. W. Waddington, wh< was called away on Company business. Representatives of the followini interests were present: The Petroleum Institute, National Safety Coun cil. New York State Labor Bureau, Texas Oil Co., Tidewater Oil Co. Atlantic Refinery, Vacuum Oil Co., Mid West Refining Co., Standard Oi Co. of N. Y. and the Standard Oil Co. (N. J.). As a direct result o these meetings a special committee was appointed to consider, prepan and present a standard basis for tabulating accident statistics. J. W Myers of the Standard Oil Company (N. J.) was appointed chairman o this Committee with Messrs. C. Mills of Curtis, Fosdick and Belknap New York, W. V.-Winslow, Texas Company and John F. McKee of th Atlantic Refining Co.,_as members. Three executive meetings of the Atlantic Division were held durin; April. The meeting of April 21st was held in the Merchants Associatioi Rooms in the Woolworth Building, New York City, to receive the repoi of the Special Committee on Accident Statistics. This report was r< ceived and discussed at length by the eleven members present and afte minor changes and corrections was re-submitted to the committee fo final compilation and! the revised and approved copies were later o] warded through the Chicago Office to the various members of the Petri leum Section so that this most important subject could be thorough! reviewed and gone into with a hope that some definite conclusions migfa be arrived at at the next National Safety Congress with the hope of it acceptance by the entire Petroleum Section, and it was further suggested to the Program Committee to include this subject in the program of th Fourteenth Congress. 3' At the meeting of the Program Committee and Executives held Apri 29th, this action was approved and Mr. J. W. Myers of the Standard Oi Co. (N. J.), was requested to present the papers at the Congress. On June 9th the Program Committee together with the General am Regional Executives held a meeting at which the program for th Petroleum Section for" the Fourteenth Congress was further discussed Under date of June 17th, thirty-six letters were sent, out by the Atlahti Division to various oil companies not members of the National Safet; Council, setting forth the advantages and urging their entry as member, of the National body. 'This letter read as follows: "The Atlantic Division of the Petroleum Section of the Nationa Safety Council takes this means of calling your attention to th< advantages offered by the National Safety Council in general, an< of the Petroleum ^Section of same, in particular. "As you are no doubt aware, the National Safety Council is i non-profit organization whose purpose is the promotion of Safety Health and Sanitation in the industrial, public and home life o our Nation. ----- "The statistics show that during the year 1923, seventy-six thou . sand men, women and children were killed by accidents in th* United States. These appalling figures include twenty-three thousanc in industry. ^3 "Five billion dollars are wasted each year as the direct cost o: accidents, representing a tremendous loss of National man power, i situation requiring the serious consideration of every individual executive or corporation. "The National Safety Council is a service association, affording th< means of pooling and exchanging information upon practical safetj methods. "The Petroleum Section is most fortunate in having as members Safetj' Men and others who - are experts in the Petroleum Industry These men, through the medium of the Petroleum Section, National Safety Council, are kept in touch with one another, and the latest and best ideas and specific information relating to accident preven -fa. ... mr mk Petroleum Section 755 tion In the Petroleum Industries throughout the United States is made available for use. "For your further information, additional pamphlets, sample bulle tin and a membership application blank are enclosed^ To keep abreast of the "Safety" movement, you should become affiliated with this progressive. Section of the National Safety Council. "Kindly fill out the enclosed blank aiid forward with check cover ing annual dues, as explained on reverse side of blank, to the Chair man of the Atlantic Division. "Signed by Regional Chairman and Secretary." During the year a considerable amount of correspondence has been carried on with the other Regional Divisions in the interchange of papers on safety in general and accident statistics in particular. In closing we wish, to express our appreciation of the assistance and co-operation rendered by the officers and committeemen of the Division also to record our grateful acknowledgment for the untiring assistance and guidance rendered the Regional Executives during the year by the General Chairman of the Petroleum Section. Chairman Sense: ^The Nominating Committee consists of D. J. Wal lace,' chairman; Roy W. Kelly, George F. Prussing, J. D. Bright, Thoma W. Waddington and V. R. Currie, and their report will be presentee tomorrow. SAFETY WORK IN THE MID-CONTINENT FIELD Ray E. Miller, Safety Director, Petroleum Safety Council of the MidContinent Oil and Gas Association, Tulsa, Okia.I I believe a report on the safety activities in the mid-continent field should be presented^ by the Chairman of the Mid-Continent Division o the Petroleum Section of the National Safety Council--J. D. Bright of th Texhoma Oil Refining Company, Wichita Falls, Texas. He is in direc touch with the Mid-Continent operators -who are members of thi Petroleum Section and should be familiar with their safety activities, a least in so far as those activities have a bearing on the welfare an success of the National Safety Council. My own work since March 1st, this year, has been an endeavor t enlarge the activities and reduce the expense of our own Petroieui Safety Council, and naturally during that time I have been more inte ested in its welfare and success, than in the problems of any other safe! organizations. However, since your program committee chose to en barrass me by asking for this report, this experience may serve as a object lesson in the preparation of future programs. In discussing the Safety activities of the Mid-Continent Section of tl National Safety Council, it is perhaps well to consider them in the three different phases, i. e_, first-----Activities of national scope as a pa of the National Safety Council; second, the concerted activities of ti 7 ~)(i Fourteenth Safety Congress members of the section within the section, and, third, the work of th< individual member companies for their employees' welfare. I have very little exact information as to the growth, or field o: endeavor of the Mid-Continent division of the Petroleum Section^ bu the division chairman, Mr. Bright, advises that a considerable number o: new members have been added to the Council this year and that th various committees have made commendable progress on the duties assigned to them. __ I shall therefore, confine my discussion to the second and third phase of our Safety activities. The outstanding feature of concerted effort ir the Mid-Continent has been the continued preparation and showing ol safety motion picture programs throughout the fields and plants by the Petroleum Safety Council of the Mid-Continent- Oil & Gas Association Completely new pictures are being shown twice each year at some 126 to 130 different locations to over one hundred thousand employees and their families. The present program which Is now showing through Oklahoma and will finish in Kansas about the middle of December, is composed of the Council's latest film. "The Goblins 'll Get You," which was produced entirely by members of the Council, and portrays some fifteen common accidents in the Industry. -A two-reel film, "Hindsight and Foresight," was purchased from the National Safety Council and another two-reel educational film, "The Story of a Rotary Drilled Oil Well," was secured from the Bureau of Mines. Then adding a good comedy, which is rented from a film exchange, a well balanced two-hour program is the result and the appeal seems to be broad enough to interest everyone attending the entertainment. Comments of spectators are collected and by boiling them down it is found that the workingman really appreciate the Safety lessons which are being taught and "wishes that the picture would come around oftener." The children seem to get a lasting impression from them, too, for the operator reports that at each visit to a place a number of the kiddles come to him and tell him from memory the whole story portrayed in the preceding program. When those kiddies can remember details so vividly after six months time has elapsed there must be a real message in Safety Motion pictures. They undoubtedly review their impressions occasionally to their parents and thus help to keep the Petroleum accident hazards fresh in the minds o the exposed workers. ^ Procedure of Showing Motion Pictures You will doubtless beTnterested in the method of handling these enter tainments. The Board of Directors of the Petroleum Safety Council is composed of the officerST state directors elected by the member companies of each state, and some directors at large. Each state director is advised that the safety pictures will be ready to start in his state on a certain date and he in turn informs all the operators in that state. The member companies of the Council advise him where they want the pictures shown to their employees and all operators are asked to nominate their foremen or superintendents in these places, to serve as local committeemen to p***'. ffpagfggfjf :vv;-yeig- r -rUMAimim' Petroleum Section 757 handle preliminary details for the entertainment. Committees for each location are then chosen from among the nominees, by the State Director. Then he again advises all operators of the date, location, and committee in charge, and urges them to broadcast the itinerary to ail employees so that every workman knows where and when he can see these pictures. The local committees are then given the necessary directions, about securing a place of showing, getting newspaper publicity and distributing hand bills, etc. Under this method, member companies of the council rightfully deter mine the itinerary and no special shows are given exclusively for non members,, but once the itinerary is fixed every effort is made to get the entire community to see the show, regardless of their mployers' member ship or support. Most of the local committeemen, too, take some pride in their appointment and work hard for the success of the entertainment and to let their fellow workmen know they are "in charge" of arrangements. The picture, "Safety or Sorrow" will be shown to this Section tomorrow and X trust that you will all view it. The picture was the third one of the Petroleum Safety Council series and was produced by and at the expense of the council with the assistance of a cameraman and director from the JEtothacker Film Manufacturing Company of Chicago. Out latest picture, "The Goblins 'll Get You," was produced entirely out of the resources <i the council with our own equipment and cameraman and at a very material reduction in expense. Safety Bulletins Next in Importance Ancther general activity for accident prevention in the Mid-Continent is the preparation and distribution of two safety bulletins each month, dealing with hazards peculiar to the Petroleum Industry. In putting out these bulletins the Petroleum Safety Council does not have the slightest Intention of competing with the National Safety Council, or, any other bulletin, agency. The operators in the Mid-Continent were very anxious for a service dealing directly with their every-day accidents and to meet "their demand our organization started mailing out specially prepared bulletins. They are a two-color job, portraying" the accident or hazard with a brief, strong safety message accompanying it. Their cost is now running about one-half cent apiece for the standard 9x12 inch size. We are encouraging the operators to select N. S. C. and other bulletins to supplement these special posters, so that frequent changes can be made on the boards, and from personal observation I believe the use of a well thought out bulletin campaign is coming nearer and nearer to assuming its rightful plaice in the program of safety education and acci dent prevention. Accident Analysis Many Safety men in the past have decried as a waste of time and study or analysis of past accidents and have proceeded on the theory that there is so much obvious safety work to do in the fields and plants that the Safety Engineer has no opportunity to look backward. This may  WMMWai 758 ,, Fourteenth Safety Congress be another opportunity to revive the ages old controversy of whe the "Hen came before the egg, or the egg before the Hen," butj I bel from past discussions of this body, that we are committed to the pc of basing our present activities and future programs on the intelli, understanding of past experiences. Some insurance^ompany and state inspectors, and manufacturer machine guards and safety appliances, have tried to make us believe the accident evil could be cured by mechanical means. I have ye hear of a guard or appliance which would prevent a gas well being 1 by a careless smoker or the improper placing of a boiler; or man i sustaining a rupture from a careless attempt at lifting; or .a laborer i dropping a fitting on his toe. Please understand that I am not oppo: Safety devices, for they do serve a comparatively small but very defl purpose. They are a warning that an accident is "trying to happen the unwary, just as the white fence along the high embankment of a r way warns the driver- of an automobile. The fence will' not keep the in the roadway if a "speed maniac" crashes into it; neither will safeguard make the work place foolproof. Obviously, then, an educational Safety program is necessary and that program hinges the real success of-safety endeavor. It is equ obvious that no safety engineer can look at a group of workmen learn just what kind of mental stimulus will be successful. Therefore must fall back ojn a study of their past accidents and the relatior those accidents to the work at hand in order to formulate fruitful Sa propaganda. The big handicap in this work, however, lies in the fact that he dealing with the accidents to a comparatively few men and it wt take hundreds of years for all potential accidents to become actual, e if conditions and personnel remained the same. Therefore, it wc seem logical to coordinate accident analysis activities so that the t element could be decreased in proportion as the cross section of industry is broadened. Realizing this fact, representatives of about forty operators in Mid-Continent have collaborated in ' the development of an aceid analysis chart whicK promises to give very useful information with sc further development in its details. You can see from these samples t the form is rather large and involved and I must admit that it rat scared a few of the reporting companies at first glance, especially th who had made little progress in the analysis of their own oecurr accidents. ___ However, one of JEhe greatest values of an accident analysis charl dependent on how thoroughly the reporter must study his accidents order to make an intelligent and true report. If a safety engineer knt his accident causes to a degree that he can fill out this chart or a simi one, he must be making a very careful study; but if he is unable to m; such classifications, I would be inclined to consider any shorter rep as largely guess work, and, therefore, not dependable or useful. I do : Petroleum Section 759 want to start a lengthy discussion of this subject today, for it has its prop er place on the program Thursday, following a report of the special com mittee appointed at Louisville last fall. I simply mention it here as one of the activities in the Mid-Continent and to say that the Petroleum Safety Council has been collecting accident records on this form since January 1st, of this year, and It Works! We are already basing part of our own accident prevention campaign on the information thus fur nished and will depend on it more and more as the volume of informa tion increases. Safety Day at International Petroleum Exposition Another interesting part of the year's program in the Mid-Continent will be the "Safety Day" program at the International Petroleum Exposi tion in Tulsa. At our request the exposition directors set aside Thursday October 8th, as "Safety Day" and we hope to keep the thought of safety paramount in the mind of every visitor on that day. We are really starting the day's program the night before at the annual membership banquet and meeting of the Mid-Continent Oil & Gas Asso ciation. We have secured a place on their program and will briefly discuss safety efforts and accomplishments for their benefit. Following that, will he an address -by Isaiah Hale, Safety Superintendent of the Santa Fe system, on the subject, "The Mind as a Factor in Industrial Accidents." Those of-you who have heard Mr. Hale talk on any safety subject, can realize that those hearing him in Tulsa are bound to be deeply stirred by his forcefulness and presentation. I sincely hope that a large number of those present today will be in Tulsa and attend the association meeting Wednesday night, October 7th, as well as the safety day program October 8th. The principal feature of safety day will be the First Annual Petroleum First Aid Meet. Twelve teams of six men each have been entered by oil companies in the .Mid-Continent area and are now rounding out an eight weeks' course of special training and practice for the contest. The U. S. Bureau of Mines has had three instructors in the field almost con tinuously and our goodifriends, H. C. Fowler of the Bartlesville Station, has taken a very active part in arranging the details of the Meet. I believe this is the first attempt to hold a meet which was open only to employees of oil companies and it is our intention to make it an annual affair. We should have no trouble in repeating it next year, for already several companies who decided not to enter teams in this meet have repented of their decision and promised to take part in. the future. Invitations were sent out to companies all over the United States, but only Mid-Continent operators have entered teams for this meet. Perhaps next year we can have more of a national contest. Appropriate prizes .and trophies have been offered by the International Petroleum Exposition The Mine Safety Appliances Company, The National Safety Counci and the Petroleum Safety Council and the interest of the teams for th< competition is growing keener each day. We will, of course, Ihow our safety pictures every day of the exposi 7G0 Fourteenth Safety Congress lion and have some safety display there, but on this day we have ash every exhibitor to concentrate his attention on any safety features p sessed by his products and judging by the letters in reply the idea see: to meet with their hearty endorsement. It will be interesting to ha every booth contain a safety display rather than to try to concentre such displays in a single booth on the grounds. One of the most interesting and promising symptoms of the growth the safety idea, in the Mid-Continent fields is the fact that it is comi to have a prominent place on the program of all Association meetinj A few years ago it was an unheard of thing for an organization of pi ducers or refiners to listen to or take part in a discussion of how th might reduce occupational accidents or how they might meddle with < employee's welfare. Now the condition is reversed and at every meetii of any consequence where a formal program is presented there is mu< concern over the question of whom they can get to adequately preach t gospel of safety. Just a few months ago a national association held the annual meeting, in Tulsa. The program committee arranged a fine pi gram for the severaLdays sessions and placed the subject of Safety their operations as the first paper on the program. I understand that one or more officers of the association (who in dentally represented companies in which little safety work was carric on) objected to giving any time to the subject, but they were immediate overruled. - When the paper was presented it attracted so much attention that tl general discussion could hardly be stopped by a late adjournment f< lunch and it bobbed up again later in the meetings. The operators wai to know more about Safety and are anxious, to cooperate in its prop, gation. ZT Individual Company Efforts I do not know of any. outstanding efforts or accomplishment by ind vidual com'panies of the Mid-Continent Division in the science of safet: but I do know that there has been marked progress this year in develoi ing and encouragingfzSafety and welfare departments. New companie have started organized safety work, and many more have enlarged o their past activities. Quite a number of companies have established ne^ medical departmentsTThis year, and are hiring men only after they liav passed a thorough physical'and medical examination. Periodical follou up examinations are also being given regular employees, and they ar being advised of their condition from time to time and requested to tak remedial measures tor benefit that condition where necessary- Bette treatment too is being afforded the injured man, especially in the ne\ fields where the quacks and incompetents in the medical professioi always flock; for capable doctors are sought out in these places and usei exclusively where the compensation laws allow the employer to furnisl medical attention. General workmen's safety meetings are being hel< regularly out in the fields by producing companies and the employee! seem to take more interest in and get more value from these meetings where they themselves have charge of the program. They combim Petroleum Section 761 Safety Inspection reports and discussions on safe practices with some entertainment features. When the' safety engineer can quietly guide these programs along their proper channels, and convince the men that their executives are back of the movement heartily, the workmen seem to realize that preventing accidents is a job for their own hands and brains to do and that the largest benefits from a successful'campaign accrue to them in regular full time pay checks. Bulletin boards are being given more attention, especially since our general meeting in Dallas, Texas, last April, when this subject was presented by Don Wallace, of the Humble Oil Refining Company, and warmly discussed by those in attendance. lit years past, if bulletins were posted in the fields at all, they were usually tacked up on the walls of the boiler or engine houses and sometimes over the lazy bench in the dog house. But now quite a number of operators are maintaining special metal or frame, glass enclosed boards, on which bulletins are posted and removed at regular intervals portraying the particular hazards of local operations. Most of you men present at this meeting are probably representing companies whose interests are confined largely to refining and distrib uting, or at least your own experience in safety work has been thus limited, since you live in the east, where drilling and production hazards are an almost negligible factor. ' Perhaps you are wondering why such crude safety efforts are worth commenting on, but I can see in them a real accomplishment when I consider the difficulties that must first be surmounted. The five states commonly called, the Mid-Continent area produce 60 per cent of the crude oil of the United States, and certainly the greatest potential and actual hazards in the oil business is in the drilling for and production of oil, together with its attendant operations. Added to that hazard is the fact that a large percentage of the workers are scattered so widely in very small groups that an active safety pro gram embracing and making frequent contact with all employees is prac tically impossible. It is certainly a different proposition than that of taking care of the large groups which comprise your operations in the East. We do encounter the same problems "that confront you in the refining and distributing operations, but on a somewhat smaller scale; and our attention to them is very similar to yours in its general nature. Question of Safety Legislation I am sure that the delegates present from the Mid-Continent Division will want to point out a number of things in the general discussion that I have overlooked on this presentation, and I would suggest that some one bring up the question of safety legislation and safety orders. That question has been and is a vital one in the Mid-Continent states and I suspect it will confront every operator in the United States in the not far distant future. I have purposely refrained from including it in this paper, but I must suggest it as a topic of paramount importance and perhaps one worthy of a special study for presentation at next year's Congress. --: 762 Fourteenth Safety Congress I would like also to suggest that this body discuss thoroughly t question of organizing associations in the Atlantic and Pacific divisic of this Petroleum section, along the lines of our Petroleum Saf Council of the Mid-Continent Division. I have had considerable cor spondence on this subject with individual members of the National Saf Council, and I have discussed it in detail with Mr. Cameron and soi of his staff at their Chicago offices. They have endorsed it who heartedly and Mr. Cameron told me that he wished every section of t National Council would do what we are doing in the Mid-Continent the Petroleum Industry. The National Safety Council is carrying on national program embracing every industry in the country, but th cannot, with their present facilities, carry safety work to its conclusic Therefore, we - of the Mid-Continent have a specialized-organization the petroleum industry which encourages the use of every facility of t. National Body and then takes up the work where they necessarily lea off and carries it right on down to the individual worker, who is natural the person we must reach if we hope to serve our purpose of existen and prevent accidents. We have been working now for two years or more and our growl surely proves our value. Our program has - evolved from the joint neei of Mid-Continent operators rather than been forced on, or sold to thei and we are reaching the men exposed, to the hazards of the industr If similar work could he carried on in the Atlantic and Pacific divisioi with a central clearing house through which we could exchange safet films, accident analysis, newly discovered hazards, and new developmen in the science of safety; we would eventually extend the gospel- of sa: thinking and safe doing to every individual employee, no matter ho obscure or remote his station, and on the practical side we could increa: the savings in man-power and accident costs while we were decreasix the per capita expense of administration. DISCUSSION P. A. Errs (Tide Water Oil Company, New York City) : I wish to sa a few words about bulletins. The. committee has really done a grea deal of work this yeat. Unfortunately we have' been quite slow in ge ting results. However, we have succeeded in supplying the Nations Safety Council with considerable material. Our bulletin service is not under way and within the last two weeks we have issued to all of th members of the Petroleum Section the first sixteen copies of th Petroleum Section bulletins. These have been prepared especially fo our industry. I want to make the point that the Petroleum Section, b the best of my knowledge, is the first section in the National Safet; Council which has obtained a special plan of bulletin service. We hav< accomplished what many other sections have tried to do and failed The plan now is to issue a series of sixteen special bulletins once ever; two months. It is therefore necessary that we have a continual suppl; Petroleum, Section 763 of fresh material and that also means that each one of you individ ually must do what he can to furnish this information. PROMOTING AND MAINTAINING THE INTEREST OF THE SUPERVISORY FORCES IN PLANT SAFETY George B. Cooke, Safety Engineer, Standard Oil Company of Louisiana The prime impetus back of most safety work in an industrial plant comes from the management_ Back of that we have the desire of society to do what is possible to prevent human suffering; mainly the suffering visited upon the family deprived of a son, a husband, or a father. While safety usually accompanies 'efficiency, it is not the cost of accident compensation that plays' the greater part in arousing our interest. The considerations viewed from a humane standpoint, are too great and overshadowing in comparison. The" managers should be kept informed -on all safety activities, so that when they attend committee meetings, meetings of employees, outings, and other activities, they will have firsthand information about the problems to be solved, and their participation in such meetings will have an excellent effect on the superintendents, foremen, and workers, who noting the interest displayed by the managers, are encouraged to greater interest themselves. At several .oil refineries it has been found to be a good practice to address the safety committee minutes to the general superintendent in the form of a letter, and copies of this letter may be sent to others of the management who take the greatest personal interest in the safety work of the plant. It will be found a good plan to send a copy of each statistical report to each member of the management so as to keep it informed upon the results obtained from the safety work. These statistical reports . would include the inter-departmental statistics of the plant so compiled as to awaken a feeling of rivalry between the departments. If the company has two or more refineries it will be found to advantage to compile inter-plant statistics, so as to also awaken a feeling of rivalry between the plants. If these statistics are further illustrated by graphs colored in red, the effect will be greatly intensified. What can be said of the management's interest in safety applies equally well to the superintendent. Central Safety Committee Essential It -is well recognized that a central safety committee is a necessary part of a large plant organization. Since it is so vital that the super visors should be Interested in all matters relating to safety, it is bu natural that, in many cases, the foremen are selected to form the com mittee. For the central committee -to function best, it should have To its chairman, one who is in thorough accord with the use of saf 7G4 Fourteenth Safety Congress methods, and whose authority is such that his selection for the j will accomplish the greatest benefit. In some plants the mechan: superintendent fills these requirements best, because, in those install the largest division of the plant organization is the mechanical depj ment which covers shop, maintenance, and construction work, and accident hazards in that department are necessarily greater. To keep the interest of this committee of foremen at its most effici point, it is necessary that the members devote a part of their time tween meetings to safety matters. To this end experience has sho that the following activities are conducive of that result: (1) Appoint special committees to inspect.and report unsafe practi and conditions in certain zones in the plant. (2) Appoint special committees to investigate and report on certx accidents that have occurred. (3) Individual members to investigate and report on accidents tl have occurred in their departments, laying special stress-upon the p vqntion of similar accidents. (4) Individual members to consider themselves safety inspectors a to keep a sharp lookout for unsafe practices and conditions at all tim At its meetings the safety committee should receive reports, ma recommendations for safety measures, and discuss accidents with t view of preventing similar ones. -Each member of our committee receives the "national Safety news and when he is finished with his copy he is asked to pass it amoi his sub-foremen. The purpose of this is to give the supervisor : opportunity of knowing the importance of the safety movement, ai what is being done over the country. On some occasions, when a department made an especially good recor we made a group photograph of those in the department and sent it the "national Safety news" with a short article giving the name the foreman. These were published in the magazine, and every memb< of the department wanted a copy of that number. Intensive Campaign Should Be Staged There should be an intensive safety campaign put on at intervals < From six to twelve months. Our number of employees averages abot 4,000 and we have found that a "no Accident" campaign covering period of one months Is best suited to our purposes. "We have found tha it is possible to go through an entire month without a lost time acciden The approaching campaign should be thoroughly advertised for a least one week before it starts. Pledge cards should be passed out t the men by the foremen and sub-foremen. After these have been signe by the men, they should be returned to the safety department and filet' Each employee thus pledges his support to the campaign and promises fc exercise more than usual care to prevent an accident to himself, and t those working with him, during the month of the campaign. Petroleum Section 765 If the management will give its endorsement to the campaign by addressing a. letter to each foreman, copies of the letters can be posted in the bulletin boards of the various departments, and this will prove of tremendous value in starting off the campaign. Where the department is large, the foreman, or superintendent, may send out a letter calling upon his men to use every effort to prevent an accident. These letters may be duplicated with the writer's signature. Mere the competitive instinct is brought into play if the writer will call attention to previous records of his department as compared with those of another department. An example of such a letter, issued by our refinery superintendent at the beginning of a no accident campaign, is here given: __ TO ALL REFINERY EMPLOYEES: You know that we are about to start a "No Accident" Cam paign covering the month of April. For the first two months of the year the accident frequency rate for the Refining Department was .21, while that of the Mechanical was .09. the Mechanicals having no accidents in February. Up to the middle of 1923 the Refinery had a better rate, but since then the Mechanicals have constantly kept their rate below that of the Refinery. . I can see no good reason for this, because the hazards of most mechanical trades are greater, and the process employees are usually recruited from the mechanicals. The prevention of accidents is very desirable from both the humanitarian and economical standpoints, and I wish that each would make it an important part of his work. If, unfortunately, a lost time aecident should occur during April, let us endeavor to at least keep the record of the Refining Department clear. Very truly yours for SAFETY, Refinery Superintendent. This letter was mailed to all foremen and posted where the met could see it. Large Signs at Principal Points of Vantage Several days before the campaign starts we have large signs paintef in two or more colors, placed over the entrance gates, and at othepoints of vantage. Hand painted signs, also in colors, are placed in al bulletin boards. Any number of slogans can be secured for these signs The National Safety Council has a. list of such slogans. If you have any sort of employee saftey organization in your plant it may be a good idea to turn the safety campaign over to it, but giv< it all the help that you are able to. We have two chapters of the Josepl A. Holmes Safety Association, the membership being composed of mor< 766 Fourteenth Safety Congress than 400 employees. " This association is sponsored by the Bureau c Mines, and its purposes and origin were described to this section la: year by C. L. Colburn, formerly director of the Joseph A. Holmes Safet Chapters. ^ Our second no accident campaign in December 1924, was under til auspices of the association, and we made such a good start in th month that we went a total of 47 days before the record was brokei Of course, no supervisor wants to be charged with, possibly, the onl lost time accident during the campaign. Therefore he watches thing pretty closely. We do not expect every no accident campaign to be such a succes that there will be no reportable accidents during the campaign. Durin our first one in December 1923, we had four reportable accidents. Bu our reduction in accident frequency was 80 per cent from the averag for the other eleven months. When the first no accident campaign was started, the question arose Would it discourage^ employees from reporting their injuries at th hospital? We do not think so, because only accidents causing loss c time beyond the date of the injury are counted, and there would be n incentive for one to neglect a minor injury. In the case where a ma loses more than the remainder of the day, on account of an injury, b would lose his compensation if he did not report the injury promptl: and he is not so anxious as that to keep his name off the acciden report. Only one case came to our- attention or failure to report minor injury during a campaign. A negro, when asked why he had nc come to the hospital, said he thought the hospital must be closed up. Plant Paper Maintains Interest in Safety A plant paper canjbe a very valuable help In keeping alive the intei est in safety. Our paper is published bi-weekly and in nearly ever issue we try to have some sort of safety article. One series is under th caption: "Recent Accidents, and Some Lessons They Teach.*' Under th heading we pick out a number of accident cases and describe the causi state the injury, and explain how it could have been avoided. We d not mention names, but we usually give the department in which th accident occurred, or we give the employee's occupation. The effec of this Is to stimulate the foreman of that department to use greate effort in preventing another accident, as he naturally does not like t have his department appear in this column too often. Once each month we publish a table in our paper under the headinj "Safety League." Ih_ this table we give the number of accidents i each department for the year up to the end of the preceding montl the department's average monthly frequency rate, and the standing < each department, using a score of 1000 to equal a perfect record. At th bottom of the table ,,we give the same data for the plant as a whole, s that each can see how his department compares with the plant averagi Petroleum Section 767 or with any other department. When a department has made an espec ially good record, the: foreman receives a letter from the management complementing him and his men upon the good results of his safety work. Reports and Statistics Are Important JPrior to 1921 our accident frequency rate was abnormally high. By the end of the -first half of 1921, there had been a reduction of slightly over 50 per cent. We began to feel proud of ourselves, but we did not know that we had started with a very high rate, and it did not at once occur to us that there was still much room for improvement. Wbat we needed was data to show how we compared with others doing the same kind of work. A monthly interchange of statistics as to acci dent frequency at the various refineries was suggested. Our was the last of the larger plants to start organized safety work, and the other plants at that time having made considerable headway, we needed the light of comparative figures, to awaken the competitive instinct that is in all of us. Later, we began to receive monthly statements giving accident fre quency data for each plant organization. The data is given under the headings: Process, Mechanical and Others. In each case the accident frequency rates for the past month, for the - year ineludingTthe past month, and for the corresponding period of the preceding year, are given. With this data, our Mechanical Depart ments can be compared with the Mechanical Departments of the other refineries, and our Process Departments with the' Process Departments of any of the other refineries. This data is furnished to' the Safety Committee, and has been or inestimable value in keeping up the interest. From the data thus obtained we make up a chart comparing the various refineries, and post it in certain bulletin boards. These charts have proven very interesting to many foremen and other employees. JtHach month we get up a sheet showing a comparison of departments within the plant. At the top of the sheet we have a sort of honor roll of departments that had no accidents during the month. Below that we affix a chart showing the departments in which accidents occurred, the frequency rates, and a graph showing the relative standing of the departments. At the bottom of the sheet we go a step further and com pare . directly the Process and Mechanical groups, giving numbers o) employees' number of accidents, and rates. A monthly statement of causes of accidents is furnished each fore man, so that he will know what the chief causes of accidents are, and what he should concentrate his efforts upon in order to effect a reduction Each month a report of all lost time accidents is prepared, each acci dent being treated separately in the following way: the date of th accident, name and check number of the injured, his occupation, ant the name of his supervisor is recorded. This is followed by an aceoun' of how the accident occurred, and, if possible, it Is shown how the acci 70S - Fourteenth Safety Congress dent could have been avoided. Frequently the suggestion of the forenu or the sub-foreman, for preventing a similar accident, is the metib given. These reports are distributed to the management, the safety co mittee and those--sub-foremen under whom accidents occurred, copy is also sent to the employee whose negligence caused the accide Those sent to the sub-foreman and the careless employee are marked red to indicate the parts intended for their attention. Some of the reports are also posted on the bulletin boards in the departments wh the accidents occurred. Score Boards Used to Advantage Various hinds of accident score boards may be used. For a long til we used a score board upon which the accidents were represented by r discs, each disc being about two inches in diameter. It may be foui preferable to have a board made to show accident frequency rat instead of the number of accidents, or the number of hours worked p accident, depending upon the sizes of the departments, and the degr of hazard in each. It is always better to make the board simple, ai for that reason I like the method of using a red disc to represent eat accident. The board should of course, be' located so that all persoi entering the plant can see it, and particularly the managers. We made signs bearing safety slogans and placed them around < construction jobs. One was worded: "This job is being done by sa workmen." The sub-foreman, who had charge of some structural ste workers, appropriated that sign for his own use, and at every job 1 worked on afterwards, he would set it up where his men could see it. Talks With Supervisors and Men Are Helpful While the subforeman, or the gang leader, is the key man to the situ, tion, we cannot expect him to work for safety entirely without hel| He needs encouragement because he has other troubles to worry hi] besides the safety of his men. He is often rushed for time, and i expected to get the work done economically. On construction jobs we have found that ten minute meetings, hel just before the whistle blows for lunch, are of help. The sub-foremen at asked to call the men together and we usually have several trade represented at one of these meetings. In talking to the men, attentio is called to some recent accidents, and the men are asked how the could have been avoided. One of the sub-foremen is asked to say som< thing about safety to: wind up the meeting. One method used by the safety department in trying to aid the supei visory forces, is the talk to the new employees. After the men hav passed the physical examination, they are shown into the safety depart ment in groups of four or five, and here they are given a talk tha takes up about fifteen minutes. This talk is varied somewhat to sui the kind of work that the employee is going to do, but the following i: a general outline of what is told them: Petroleum Section 769 The Most Important Thing to Remember 1. The most Important part of your job will be to prevent an accident to yourself and to those working with you, and to keep SAFETY in mind at all times. The Company does not want you to be a cripple. What to Do in Case of Injury 2. If you do meet with an injury, even a slight one, let your foreman know it and come to the hospital, so that it can.be prop erly treated without delay, then follow instructions given you by the First Aid. This may prevent a great deal of trouble later. Watch Your Hands and Feet 3. About two out of five accidents (not including eye cases) cause injuries to hands and feet. Provide yourself with good high topped shoes. Always guard your hands and feet when handling anything heavy, and think also of the other fellow. Eye Protection 4. Goggles for protecting the eyes are furnished for each of the following conditions and must be worn: (a) Where protection is required against flying objects, such as metallic particles, rivet heads, concrete, iron, wood, etc. and any molten metal. (b) Where protection is required against injurious light and heat rays. (e) Where protection is required against gases, fumes and liquids (caustic soda solution, acids and oils). When your eye bothers you DON'T RUB IT. If you do you may force the sharp particle into the ball. Do not allow anyone on the job to remove an object from your eye. He may infect it.. If.it does not come out within a few minutes, report to the hospital. Falling Material 5. Keep out from under other workmen. They sometimes let things fall and if you should be below you may be seriously hurt. Do not lay tools and materials on scaffolds and other high places, where they may be shaken off. Tools 6. Keep your tools in good condition, burs ground off, and handles in good shape. Tools found to be defective should be returned to the tool man. Fire 7. Fire is the most serious hazard in an oil refinery. It re sults in loss of lives, property and jobs. Smoking is forbidden inside the gate. Do not carry matches other than safety matches. 770 = Fourteenth Safety Congress Gas 8- Do not enter a. tank, pit. or partly closed place where oil gas exists, unless your foreman is present and orders you to do so. Approved gas masks must be worn when working in tanks that have not been steamed and ventilated. The prospective employee is then questioned on each item in orde; find out how much of it has been absorbed. The following is quoted from a letter written by the Safety Inspe< of our largest plant: "I have found it to be an excellent idea to per; ally talk with the sub-foremen and gang leaders, the latter being most important of all the supervisory force. * * * Anything I that in my opinion would cause an accident, is called to the g leader's or sub-foreman's attention, and he is requested to rectify same at once. Carelessness of the men, poor equipment, unsafe meth failure to wear goggles, or any action on the part of his men that w< cause an accident is discussed with him, and in all cases he is reque; to give his men instructions in correct and safer methods of doing wo In concluding, I wish to say that much valuable aid can be seci by the reference to the Safe Practices Pamphlets of the National Sa Council. Pamphlet No. 67 deals particularly with "Maintaining Inte in Safety." V. R. Currie of the Texas Company, Houston, Texas, followed wit! illustrated address on "Safety Kinks." THE SPIRIT OF COMPETITION IN SAFETY WORK T. N. Shaw, Manager of Safety, Midwest Refining Co., Casper, Wy The first necessity to adequately meet the problem of safety worl any situation is to-Jhave complete records of all lost time injuries, have considered it impractical to attempt records on the minor inju causing no loss of_JJme). In order to accomplish this, we have a sa inspector who investigates all accidents, secures a signed report f the injured employe and if, in his' judgment witness reports are visable, he secures them. After gathering all the information poss the inspector then' makes his report in writing. Copies of these ports are sent to__the superintendents, department heads, safety legal departments. ^ When the conditions causing the accident are s that photographs will show to an advantage, they are taken and tached to the report. Each month' the! manager of safety makes a report on the accid of the month, calling attention to conditions and customs causing cidents and making recommendations for their correction. Copies this report are sent to all department heads so that each one may where his department stands in comparison to others. In onr Salt Creek field the superintendent calls the lease fore: in his office each week for a general discussion. Accidents occur Petroleum, Section 771 since the last meeting are reviewed and at time considerable pressure brought to bear on foremen whose men have been injured. Lease fore men are given to understand that part of their job is to keep down accidents. Wherever the subject of accidents shows up one department in relationship to another, it brings in the spirit of competition be cause each department head likes to see . his department at least on a par with others. Our monthly report lists the accidents according to location ana nature of the injury. Each six months period a recapitulation is made of all accidents, classifying them according to causes instead of the nature of the injury. This gives a cross file of information which en ables us to place our finger on our greatest hazards. When the exact cause is known, the remedy can be applied more intelligently. Personal Carelessness Causes Majority of Accidents Personal' carelessness^ on the part of the injured employe or his as sociates causes from 50 to 90 per cent of all accidents, according to our records which show this figure each month. Soon after the in auguration of our present system, we decided that we must do something to popularize our safety movement and at the same time, inject.into the hearts of our employes the spirit of-safety. I was looking through the National Safety News one day and read of one of the wagon shops of the International Harvester Company, em- ' ploying about 150 men, making a record of one year with no lost time injuries. The means they used to popularize their safety work was a wagon wheel placed at the entrance gate to the plant. They must have started the wheel with only one spoke. Each month having no accidents had a spoke added until the wheel was complete with twelve spokes. This struck us as a very unique idea and we tried to figure out a way of applying a similar proposition to our conditions. Our safety flag is the result. We have thirteen of them in our Salt Creek field, one for each department, and two in other locations. The flag is raised on the first day of each month `and remains flying until a lost time accident occurs. The flag then comes down and remains down until the first day of the following month. We have one location, employing about 50 men, that put its flag up on February 1st and it has not come down as yet. Each month in our employes' magazine we publish a table showing the flags Of the various departments and the num ber of days the flag was displayed. We also show the number of ac cidents occurring during the month, the days lost and loss in wages. Here again the departments are shown up side by side and the spirit of com petition has a chance to exert itself again. A large bulletin is posted each month showing the departments and the name of the head wherein no Idst time injuries have occurred. We call it our honor roll and we think it has been very effective. We have special safety bulletin boards throughout the entire organization so we get a general and definite dis tribution for each bulletin we put out. It is a pretty sight the first 172 Fourteenth Safety Congress of the month, to see the safety flags flying everywhere. It would surpr you to note the pride of foremen and workmen in pointing to their f when it has flown for some length of time. Several have flown three and four months at a time before coming down. I have talked with several injured workmen who have expressed t keenest regret because they had been the one to bring the safety t down in their department. You may not believe it, but it is a fact tl one man in the hospital after an accident actually shed tears because it. He said, "I don't care so much about myself but I sure hated bring that flag down." Such a spirit is bound to get results. Our slogan is "Keep tbe Safety Flag Flying." The big part of 1 whole thing is that it visualizes to the world the department havl had no accidents and, to the contrary, the bare pole tells the world tl there has been an accident. One department, having three divisio has gone us one better and when their safety flag comes down, puts u] small red pennant, adding one more pennant for each additional cident. ' Safety Flags Have Helped To Reduce Accidents The flags have created talk and enthusiasm beyond our greatest pectations. Whereas we anticipated opposition and perhaps even ridic in putting over the idea, we met only with the heartiest of co-operati ou all sides, both from men and management. The best of all is that have reduced our accidents remarkably and we do not believe it a matter of luck. _ We have awakened our superintendents and fc men to a realization that it is not necessary to have accidents in on to produce oil. When an accident does occur, and a foreman is at fai he is told that part of his job is looking after the safety of his zi and, if he can't do .that and get the work out, someone else will be ] on the job. We feel that much of our safety work must be put ii effect through the foreman. To the man on the job, the foreman the company and the policies he adopts, the worker feels are the ct pany's policies. Therefore, if the foreman requires his men to w< safely, they soon feel that it is a company policy and that, if they ws to hold their jobs, they must get in line with that policy. We have bad the best possible support on the part of the manageim in our efforts. Each month our vice president writes personal lett to the various department heads commenting on our accident reports a offering congratulations to those whose departments have had no cidents. ~ In oar gas department, not long ago, a trap stand was being ( mantled. The gun barrel had been removed at this particular sta and. as the gun barrel formed part of tbe support for the stand, i latter was very shaky. The foreman sent two men onto the stand disconnect tbe trap and as they did so the stand collapsed. One m got a broken hip Ind the other badly bruised. In his report to i safety inspector, the foreman stated that he noticed the stand v shaky but he did Jnot want to take the time to brace it. Before Petroleum Section 773 introduced the spirit of competition into our safety work, this accident would have gone by with, little notice, but the head of that department had been trying to makeT.a record that will show up favorably with the other departments in the eyes of the management. The foreman ad mitted that it was his own carelessness. He was told that it would be overlooked this time but that part of his job was looking after the safety of his men and that if another employe was injured because of his carelessness there would be a new man on his job. We hope to go even farther in working out this competition. We went to get it down to the individual but have not yet worked out a plan which we feel is satisfactory to our needs. In closing, I wish to say that in applying the spirit of competition to our safety work, we do not feel that we are conducting an experiment but rather that we are applying a principle that is as old as man himself and one that never fails to produce results. Of course, various methods may be used to create a competitive spirit and one suited to conditions is necessary but we know that ours has produced results for us and feel that this principle applied to any institution will do the same. WEDNESDAY MORNING SESSION The Second Session of the Petroleum Section convened at ten-fifteen o'clock at the Statler Hotel. Cleveland. Ohio, E. .T. Senne presiding. D. J. Wau-ace: As chairman of the Nominating Committee I am sure r speak for the committee as a whole when I say that we have had a very difficult duty to perform in selecting the officers for nomination for the coming year. We wish to present the following names: Chairman, E. J. Senne. Vice-Chairman, Dr. R. P. Anderson. Secretary, Frank A. Epps. Chairman of the Atlantic Division, T. W. Waddington. Chairman of the Mid-Continent Division, Ray E. Miller. Chairman of the Pacific Division, Roy W. Kelly. J. A. McDevitt: I move that the nominations close. The motion was seconded by George B. Cooke and carried. T. N. Shaw: I move that the chairman of the Nominating Committee be instructed to cast a unanimous ballot for the election of the names of officers as enumerated. The motion was regularly seconded and carried. POSSIBILITIES OF CONTROLLING MINOR ACCIDENTS J. A. McDevitt, Safety Supervisor, Standard Oil Company (!M. J.) Bayway Refinery, Elizabeth, N. J. In the feverish desire to check major or lost time accidents, too little thought has been given to the investigation of minor injuries, which contain the germs of serious consequences. When men are so incapaci- 774 fourteenth, Safety Congress tated by injury that they are forced to remain, away from their jobs, investigation is comprehensive in every detail. The scene of the t dent is visited; the - witnesses questioned; the injured interroga Equipment is closely scrutinized; the geography of the accident J scanned for reasons that would be contributory: inadequate space, proper lighting, bad ventilation. The equipment ucomes in for a careful survey; so does the guan of gears; the operation of hoists; the examination of tools. Meti are questioned; supervision is criticised; discipline discussed, unti seems that every phase of the accident is covered; every detail that ters into the accident scanned under microscopic investigation. And why? Accidents that entail loss of time, or which involve ability of a permanent nature must be reported. As a conseqatuu!, investigator forced by the necessity of presenting the facta over signature, will exert his efforts to make as comprehensive as Ihavon tion as is possible. What Are Minor Injuries? Day after day there are occurring with tireless regularity e--n i other accidents. Which, because of the absence of damaging rewTts. allowed to slip by without thoughtful consideration. Many, many th the danger bell has sounded in these innocent' appearing accidents, to fall on dead ears, tuned to record a sound of higher voltage. Between the minor and the major accident there is very often c the slightest qualification. Call it chance, or luck, or Providence you will. An object falls from above. Before it reaches the gromu has struck a glancing blow on an employee's arm. The width of a hi in the direction of its downward flight' might have spelled a fata through the fractured skull of its victim. No one is badly hurt. *1 slight injury is dressed and a workman is back on the job in a sh time. Does this accident receive the investigation it merits? in the v majority of cases, At does not! Was the scaffold protected with 1 boards? Was the spot over which the mechanics were working e tected by. danger'signs, warning men away?- Had the tool been ca lessly placed so that it was jarred or kicked from its position? But injury was slight. There was no lost time, consequently no investi tion. And right here is where the safety supervisor has failed in duty. What of others who might be in the same spot and may not esce from the path of falling objects? What is done to prevent such accident that might entail dreadful results? Finding the Cause The minor accidents roll on. Where do they occur ? What is t nature of minor injuries showing high frequency? What are the depa ments that show a high average? Can you answer? If not, the stu of accident prevention has not advanced above the elementary grade. Petroleum Section 775 There is m. reason for everything--in accident prevention, particularly. The cat or scratch; the abrasion, or the wound has been made possible by some act. It may be carelessness, thoughtlessness, over-confidence. A. tiny part of a second may throw out of tuning the blow of the ham mer oo the nail head. And if a hand or finger is within the danger area, an injury results. But consider this condition. Every day four or five men of a certain department, employed at the same kind of work, are treated for cuts on - the hand. Over a period of ten days it is found that forty men from one department have sustained similar injuries. Sere is a problem to solve. There is something wrong somewhere as was found in the cooper age department of one of our plants some time ago. The safety inspector became curious when the minor injuries to men in the barrel shop showed a continued average. So he decided to ap pease that curiosity by investigation. He came upon the reason with little difficulty. The hoops of the barrels showed burred edges and it was on these burred edges that the fingers and hands of the men had been cut. Why were all the hoops burred? He went to the machine that turned them out and found that the dies on the fingers of hoop driver were dnlL It took only a short time to have them sharpened and the burred edges stopped; so did the accidents. But to further safeguard the handling of barrels when they were tumbled, he suggested to the foreman that the men change their method in checking the roll on the moving barrel. Instead of allowing their hands to run the length of the barrel and over the hoops, he advised grasping them at the end so that the barrel would make an angle turn and, consequently, check its own momentum. These two corrections suggested by intelligent interest, eliminated this kind of accident in the cooperage department. Minor accidents from hand tools are very. frecpient. In the majority of cases, you- will find the defective tool the cause. Despite the fact that some plants have established a Tool Control Department, the acci dents from this cause have not been adequately checked. In one of our plants, injuries from hand tools have been reduced 85 per cent by the appointment of an inspector fully acquainted with tools, and empowered to discard all defective tools; whose whole job consists in inspecting every tool kit and tool crib in the refinery. The reduction of accidents from this cause earns his wage many times over. Investigation Is Imperative If major accidents are to he effectually checked, there must be more attention given to thejfrequency of small injuries. Where Injuries of the . same nature keep continually occurring, they demand investigation, con ducted just as conscientiously as those of serious consequence. - The awful toll taken by infection within injuries that were slight should be the spur to urge on the safety man. Those of yon who are acquainted with the cases of blood-poisoning that drift into the first 'aid 776 Fourteenth Safety Congress rooms after days of neglect cannot blot out the picture of that frig condition. Accidents must be stopped at the source, and all the pr> ing in the world will be futile, if the safety man. fails to do the tical thing and correct the condition that is the cause. Keep an intelligent safety interest alive! Don't skip over the dents that have only sideswiped the employee. There is a tremen destructive powerJn these "little" injuries. Neglect to correct such -ditions will break down the safety morale of your men who will rectly reason that one must be badly hurt before a fuss is made; \ the simple remedy that would cure the small injuries is never g consideration. Finding The Cost In the analysis of accidents, a predominating cause is the lack of men supervision. Webster defines supervision as the act of oversee superintendence; oversight. It is with this last term that the tro starts. Foremen too often interpret supervision as "oversight." much oversight and a lack of "insight" in the work is a primal Ci of a vast number of accidents. Supervision, in its correct interpreta does not mean solely work that produces; it is work that prod' without accident. "Safety is just as important a part of the forem work as production. For production that must carry a heavy loa< accident expense is too costly a commodity for economic consumpi Let it not be forgotten that somebody must bear the expense of i dents. Let us not bury the cost in that convenient term "overhead" sidestep the brunt of responsibility. Aside from the humanitarian results of safety, there is another po1 ful economic factor that must always be considered. It has becon trite, but profoundly truthful, statement that safety pays. It pays worker, the family, society, industry. And as safety is accident pre1 tion it behooves the safety man to prove that his work is product There is no place in industry for the drone. Every man must b producer. The time has passed since safety was considered simply an embell ment of big business. It has proven itself a tremendous factor in elimination of waste; waste of time, waste of man power, waste expense. ~rr In the structure nn which successful Industry is built, accident ] vention has ceased to be a fad and has become a vital part of the fo dation. Who would allow an expensive piece of machinery to be expo to daily damage by dripping water? The leak would be stopped at or The machine would be protected from every damage. When goods produced what happens? They are protected with every possible c from damage. The production is supervised, the collection is sui vised, the storing is supervised. But how about the safety of the m< Has this, too, been supervised or with the solicitude that attended finished product? 7 Petroleum Section 777 And yet tlie most valuable factor in industry is man power. Too much, protection cannot be given it. Here is a case in point. In 1922, 98 men were sent by our refinery to eye specialists for the removal, in most cases, of steel slivers. Then we woke up and conducted a vigorous campaign on the necessity of wearing goggles. As a .result, the eye injuries in 1923 were reduced to 25 and in 1924 just one man was a victim. And he admitted that he had removed his goggles only a moment.before the chip of steel entered his eye. That which prevents waste is as necessary to successful business as that which increases production. The tremendous loss of time consumed in first aid rooms for the treat ment of minor injuries appals those who have taken the trouble to com pute the expense. The only check to this loss, which oftentimes escapes the notice of the safety supervisor, is to first seek the cause. A simple remedy often is the corrective that may calk the seams of the ship of safety so it may sail, without distress, into the harbor where there will be found protection and security. Seeking a Control The study of accident prevention is an absorbingly interesting work. By this I do not mean that the safety supervisor has an easy task. At times it is the most discouraging job, especially when, after months of research work, foremen's meetings, shop meetings, columns of safety appeals, have entailed hard, earnest work, the flood gates of careless ness crash, and we see our safety records flooded with accidents. It is the experience that all of us, I am sure, have suffered. That is the reason that a safety supervisor must be a real man, able to tighten up his belt after a distressing outbreak and plunge into his work with set teeth, even though he is choking with disappointment. Here is a suggestion that has been in actual operation and has given results. -- It is the tabulation of all minor injuries, whether it be a blister on the foot, a splnter in the hand, a foreign body in the eye, a cut on the face or arm or leg. On forms provided are listed the name, the check number, the injury, the statement of the employee, the department and the sub-foreman. There may be other information desired, but these are the principal points. These records are made in the First Aid De partment and are drawn"Up in triplicate. The original is retained in the Medical. Department, the duplicate sent to the KTew York office and the triplicate to the Safety Department. Daily the records of minor accidents are examined by the supervisor and where some outstanding feature is noted they are checked for inves tigation. - ^7- The accident records are then transferred on an index file in which the' names of all foremen and sub-foremen are listed. Against the 778 Fourteenth Safety Congress foremen such accidents are recorded, so that at any day in the m< the accidents, minor and major, occurring in each crew may be rea obtained. Each record stands out clearly. You may discover that in one g there are a large number of minor injuries. Safety Supervisor Not an Ubiquitous Person Now is the time to investigate. Find out why one foreman has n: accidents, while another, with equal force and supervising the s. kind of work, has few. You will discover the cause without diffici The foreman who is slipshod in his methods; who thinks safety is be who stares all day long at rep.eated violations of safety rules with seeing eyes; he is the one whose men roll up a big total of minor s dents. And just as sure as the sun shines you will find his major s dents high in frequency, too. The safety supervisor is not an ubiquitous person- His powers locomotion are limited. While he cannot see all that is going on, must have the insight into accident prevention to check the frequei >He must sell his idea and sell himself to the men. They must be vinced that his work is their work. He must convince the forei that the most important part of their job is protecting men; tbat ini try, fully realizing the responsibilities that are placed in them to s guard the worker,^insists that no man's safety shall be sacrificed production. --7^ O Like all forms of education, safety is a continuous study. But results are so tremendously rich, that it is worth every effort that be exerted. Far reaching in the awful distress which accidents bring, what sol must there be in the thought that there has been warded off a son whose blight has destroyed the happiness of the home. Minor accidents indicate the trend of safety as straws do the di: tion of the wind. If they are many, check them with immediate act for they are the forerunners of serious conditions. NATIONAL COOPERATION IN SAFETY Frank A. Epps, Manager, Fire Protection Department, Tide Water Oil Company, New York City In the routine of our daily work and the details of its accomplishm we are prone to forget and overlook the broad features of Safety. Mj of us become so "wrapped up" in our personal problems, so absorl in the things that today brings forth, that we altogether lose sight safety as it will be many tomorrows hence. We live from day to d Tomorrow will bring its own troubles. Why worry about them nc And, that, gentlemen, is what I want to talk about. Why worry ab tomorrow's troubles now? Because tomorrow will be what we make Petroleum, Section 779 today. What then, is going to be the future in Petroleum Safety? What will we make it? It is often said that the future only can be foretold by the past. What is the past--the past of the Safety Movement? Do you know it--how it was bora--how it grew? No man, in my opinion, can have a true appre ciation of the ideals of this very worthy activity without an appreciation of the men who originally dreamed safety--and then pat it across--of their ideals and what they did to bring them to fruition. We personally owe those men a great deal. Our nation owes them the lives and happi ness of many of its people--a debt of gratitude which will probably never be expressed. Their reward will be what you and I do to carry on their great work. Let me tell you their story. Dess than a score of years ago a few farsighted men dreamed that many of the accidents happening in industry could be prevented. Several demonstrated conclusively that remarkable reductions in accident fre quency could be made. Companies near and far. became interested and began to elicit from these pioneers information regarding their experi ences. So great was the demand for information of this sort that the idea of forming a national clearing house. for accident prevention infor mation suggested itself to a group of some two dozen men who were in charge of the safety work, in as many plants. It was in the year 1912 that the Association of Iron and Steel Electrical Engineers, under L. R. Palmer's direction, promoted the first cooperative safety congress, which was. held in Milwaukee, September 30 to October 5. At that meeting a committee was created to work on plans for a permanent organization. This committee was instructed to consider ways and means for the establishment of an organization dedicated to the promotion of industrial safety in the United States. Their report resulted in the formation of the National Safety Council, which was formally organized in New York, September, 1913, and opened its headquarters in Chicago the month following. Its founders planned a non-profit, cooperative institu tion, and with the exception of the headquarters staff, all of the Directors, Executive Committeemen, Officers and others, gave them and have given since, their services without compensation. But I want you to focus your minds on those two dozen men that started the safety movement. I want you to form a true appreciation of the thought, the work, the energy, the time they put into this proposition to make it the success it is at present. The National Safety Council today, the direct result of their efforts, is the one National body which is organizing and leading the movement for safety in this country. I do not have to elaborate on what it is, on how extensive are its ramifications, on the real good that this non-political, non-commercial, non-profit organ ization is accomplishing. You all know that. My purpose, however, is to give you an historical background. My purpose also is to emphasize the broad scope of the safety proposition that these men put across. Safety is being introduced throughout the whole nation, in every industry, in every municipality, in every home. How does that compare with our 780 Fourteenth Safety Congress job, which deals with putting- safety across In one industry? My pui furthermore is to draw a comparison between what these men have toward establishing safety for all industries of the Nation--and whs have done Individually toward establishing safety for the petro industry of the Nation, Petroleum Industry Is Baby in the Safety Parade The Petroleum industry is one of the major industries of our cou Do we rank among the first in Safety? Perhaps not. If not, why Perhaps because we are only four years old--a baby so to speak ii safety parade. Perhaps because our industry is geographically so tered. that we are seriously handicapped. Perhaps it is that we enthusiasm, "pep," a willingness, yes, eagerness, on the part of eac us to contribute his share. Whatever the reason, we must correct it. We must assume our ing position. Youth will correct itself. Geographical handicaps si: mean, harder work and a closer knit organization. Lack of enthus. may mean lack of leadership, but more probably it means lack- of a] ciatlon of what this Petroleum Section means to you personally, to company and to the industry, and in turn what you mean to the indu --to safety. The pioneers of safety started the National Safety Connell. They ' it to operate in a big -way and do a big job. It is doing it- Our jc the Petroleum'Industry is small alongside of it. And yet we have-a good sized piece of work ahead of us. Our job after all is said done is to nationalize safety for the petroleum industry. I say--to nationalize safety. In other words, to establish what I ] called the title of this paper "National Cooperation in Safety." Y do' I mean by national cooperation? Who are the parties that I cooperate? In what manner must they function' to achieve a related national result? To my mind, there are three parties, of which must "carry-on" in unison with the other two, in o to produce the desired result. These parties are as follows: The first is you, collectively--and individually,---you, as individuals are, or should be, heart-and-soul interested in obtaining maximum res in petroleum safety. The second is the local safety organization, which in effect is a < bination among yourselves into a local or regional group, the purpos your combination being to secure through your unit additional strei to carry out your ideas.* The third is the national safety organization, this Petroleum Secf whose primary function must be that of correlating the activities of local or regional organizations so that our entire group may stand un before the nation, exhibiting a single, impregnable front that the Ide* safety may be advanced steadily and effectively in our industry. How then are each of us to function that this ideal may be obtaii What are the precepts for the rule and guide of our faith,--precepts Petroleum Section *i81 each of us must know and have ever in mind--precepts which must lie at the foundation of our entire' plan of action--precepts to guide us as individuals and as groups. Speaking first to you as -individuals, I have told of the origin of the National Safety Council. I wished to point to what some men have accomplished for safety, to show the results that are obtainable from vision, proper analysis of the) situation, and personal contributions of time and effort. These men have done a national job and they estab lished a national organization for the purpose. We are doing an indus trial job and we must establish a thoroughly representative, soundly organized, industrial organization for that purpose. That organization is not yet soundly established. Individual cooperative effort is required to make it a really effective instrument. 2>raw the picture of what the founders must have done individually to put national safety across. Compare that picture with what you are doing personally to put petroleum safety across.. Make no mistake that we have not in our midst men who have accom plished wonders for our cause in a short time. We cannot enlarge-upon the real service rendered by those who fathered the Petroleum Section. We can never forget our first congress led by the granddaddy of this sec tion, Roy J. Bonsib. .' Around him were. grouped Roy W. Kelly, J. C. Lindsay, E. C. Esterly and F .C. Singleton, as Vice-Chairmen, and V. RCurrie, as Secretary. Among those present at the same congress we find recorded the familiar names of Senne, Wallace, Timm, Evans, Gibson, Steffen, Cooke, Winslow and others. Our meeting here today and the opportunity afforded me of unloading all of this buckshot may be blamed entirely upon these "old-timers," who-certainly have placed petroleum on the map in the safety business. Returning to my immediate theme, which is your part as individuals in this industrial movement, may I say just a word about the nature oi yoUr duty toward promoting national safety. You are all, so to speak hired men. Your companies pay you. salaries for services rendered, thal accidents among your employees may he reduced. Your real effectiveness in doing this, however, is determined not only by your own study anc ingenuity, but also bYwbat you absorb from the other fellow's study anc ingenuity, by taking advantage of the other fellow's ideas in so far as they are applicable to your conditions. How then do you collaborate witl the other fellow? Obviously, through your local safety organizations anc they, in turn, collaborate or should collaborate with other similar organi zations throughout the United States, thus you may have at your finge: tips the entire: experience of the country. 3>oing this, however, involves an obligation on your part, and on you company's part. That obligation is this: That you, in turn, must mak< available your help, your experience, part of your time that this nations interchange of ideas and establishment of fundamental practices may hi carried on. It becomes the bounden duty of every safety man to giv a definite proportion of his time which must be devoted to association work, so that he may hot only obtain information but likewise give ir _t' uurtvenin /safety Uongress formation, and assist in the maintenance of this Bureau of Exchange will not say bow much time you should give. Obviously there Is a ba medium. But the excuse that many of you make--that you have no t to devote to association work, that your own job for your own comp keeps you busy all of the time--is no excuse. Your own Job for your < company requires that you devote a, generous proportion of your tim< giving. What is Needed In Safety work Today "What, then, am I asking youlj to give? First of all, time. Secc thought. Third, effort, creative effort. Your work--your company's < tribution--involves the giving for instance, of your share of the mate for the preparation of safety posters. It involves your service, the t. and expense necessary that you may serve on committees, the operat of which are necessary that our group problems may be solved. It volves real work, real thought on your' part as members of these c mittees, active participation in the work being done. If all of you will be workers for this ideal, a lot of you are now bu all of you will consider that your active participation, your assistance carrying out cooperative safety work is part of tbe job for which ; are receiving your salary,--if you will only grasp tbe sound logic of t mental attitude I know that in a few years hence the accomplishme of petroleum safety will be without parallel. The second and intermediate party incidental to the achievement thoroughly coordinated safety work in our industry is the local, disb or regional safety organization. It is in this department that I feel are weak. You all know; that last year we reorganized this section b three geographical sub-divisions. I do not feel that we have so far mg the most of our geographical split-up. Some way, somehow, our thi units have not advanced to the point where they are strong, well-knit, a well-established bodies in their respective districts. Then, too, th< are other bodies operating in the same districts whose objectives s directed in similar channels. I have no thought of competition in ] mind. Obvionsly, the more organizations that there are, the more wc that is being done to promote petroleum safety, the better. We des to extend this to the nth power, but back of it- all. the work of all these organizations should be definitely coordinated. But I will spe more of this later on. What I wish to emphasize now is the part whi all local petroleum safety organizations should, play in our compos, program. I am sure that each such organization wants to play its part am sure that any group organized to do real work in petroleum safe' will back the right thing `for the industry 100 per cent. To my mind, the province of the local organization is somewhat follows: Aside from being sponsored by enthusiasm and active intere: it must obtain and maintain the active support of the logical - men ai companies within its territory. It must not diverge from establish principles and fundamentals which are or may be laid down by tt national body. The aims, objectives, and modus operand! of all su< Petroleum Section T83 organizations throughout the country should be identical in so far as practicable. Obviously no one such association should put into effect, for instance, a series of report forms unless these forms can be used nationally and unless they have been so adopted. Obviously, we all may have conflicting ideas on any one subject, but whatever our conflict, let us decide what is right for the country as a whole and abide by that decision and not- proceed independently, especially if such procedure is contrary to what has been or may be universally adopted. Executives Are Now Sold on Safety In the final analysis, however, unity of plan, correlation of activities, cooperation of effort, national cooperation in safety must be secured through the organization now represented in this room, the Petroleum Section of this Council. The forward strides of safety in the petroleum business this year, have been as never before. There, is no large oil company, the executives, of which are -not sold on safety. There is hardly an issue of our industry press which does not contain some men tion, some propaganda, some step toward the establishment of the safety ideal in our business,^ Unfortunately, however, I have the feeling that we as a national organization have not functioned sufficiently to date in the field that is preeminently ours, namely, that of correlating all of this effort to conserve life that is 'being- put fortb by the petroleum industry in this vast country. This body must become the pulse of safety in the oil business. We must clearly set fortb our aims, our objectives, and the means for their accomplishment, securing for the whole country as far as practicable an harmonious, united front and an interlocking plan of operation. No one territory, for instance, should pay for and develop all the motion pictures, no one district should carry the burden of all of the press publicity for: safety, no "zone "should set up for itself standard safety practices without the approval of the entire industry* The burdens must be evenly distributed, and our problems must be solved for all--a solution for one is no solution. Each unit must carry its own share and collaborate with the other units. If there is to be real cooperation there should be no implication of effort. In the development of safety posters, for instance, no one ean dispute the fact that the National Safety Council pan produce more and better posters at a cheaper price than any other organization now known. District organizations desiring certain posters or certain poster service should secure their desires in a way that will be beneficial to the industry at large, that Is, through the proper channels within our own body and not attempt to proceed independently. It is or interest to note that the Petroleum Section today is accomplishing in poster service that which has never before been accomplished by any other section. We will continue to do this and to improve further with your cooperation, with fresh material and. with your use of these posters to the fullest extent. In the course of four years, considerable specific safety information has been presented to this body, but up to date, no attempt has been made to tabulate it or to extract any set of what we might call standards of , wjk X' KSlK't V&CrtVLn K>U'J&l't/ O C/'/I/rsSS procedure, or recommended rules and regulations for safe operatic Even this year the only item on our program referring to standardizeti is that of standardization of accident statistics, which subject will presented tomorrow. It appears to me that we have a great deal to in the development of standard practices for dealing with speci Petroleum Industry conditions. I feel that our Section should definite undertake the development of these safety codes. To my mind, that one of the big and worth while things that we have ahead of us. One prepared, such codes could be promulgated, both through the agenci of the National Safety Council and the American Petroleum Institute, our industry. = Should Establish Safe and Sane Practices In this day and generation, we are faced daily with efforts at reg lation. Many governmental agencies are attempting to say what tl petroleum business should or should not do. We have already ha examples of it, as far as safety is concerned. The industry will be in much stronger position if it establishes for itself what it considers sal and sane practices. Any such procedure would forestall the necessit of regulation, in that it would be* evident that the industry itself i "on-its-toes" to correct these things prior to any attempts by regulator bodies. -- However, when regulation is broached, our attitude must be that c 100 per cent cooperation. We must be in position to lead regulatioi when it does come, in channels where we know hazard to exist, and t indicate our experience in proper corrective measures. Obviously no on wants unwise regulation, neither the regulators nor ourselves. Wise regi lation can be developed only with specific knowledge of the thing to b regulated. Regulatory bodies not only need but desire our help--not on antagonism. We ntiist freely, honestly and sincerely. We must be con structive--not obstructive. But as Mr. Shaw expressed it so effectively yesterday. "Remove tbi need for regulation first and regulation will not develop." Consequent!' it is my earnest hope that we will remove that need by doing the jol ourselves. I hope to see our industry set up and adopt for itself nationa codes for safe operation of the phases of our business peculiar to our selves. --^ Gentlemen, it is in ^matters such as these that we can advantageously increase our quota of service to the oil industry. It is this kind, of effort that we must put forth. It is analysis, correlation, and coordination ol present effort. ^. As a body we must act for the common good of the industry, for the common good of the petroleum safety, and whatever our detailed pro gram, underlying it all we must have team work--team work on youi part as individuals, team work on the part of your local organization, team work by all of us in this section. Let us pull together now as never before' for National Cooperation in Safety. Petroleum Section 785 WHICH--MEN OB MILES PER GALLON? Captain A. A. Nichoson, The Texas Company, Port Arthur, Texas Have you ever stood. at the yawning gates of some great industrial plant in the. morning and watched its workers enter? Some of them are joking and jolly with an attitude of being carefree, as though they were leaving no responsibilities behind them nor were there any ahead of them. Some of them are sour and sullen and act as though they might have left home- under unpleasant conditions, or that they had a dread of their job or the day ahead of them. Some of them are gloomy and grave and walk through the gate as though under heavy burdens, and yet' insistent that they carry their load in the plant and on to their job rather than to leave it on the outside. Some of their1 faces seem to twitch and twist as though they were in physical pain, and their haggard looks seem to indicate that they have spent a sleep less night, and yet they force themselves on through the gate in order to make the day. Some of them are blank and expressionless--more like automatons--as though they had no interest whatsoever in what had happened yesterday or what might happen today or tomorrow. Some of them appear to limp or look at you with a peculiar squint of their eyes that tells a story of pain and suffering and time lost, but nevertheless there is an attitude of thankfulness about them as they hobble through the gate; and now and then there is one who walks with a spring in his step, a glow of health about him, and a whole some look of. determination in his eyes, and he swings through the gate as though there is much for him to do and that he must be about it. What do as many facial expressions as there are workers tell you as they pass through the gate? Does'there seem to be any connection between that expression and your plant; the quality of your product or the efficiency of its operation? Let me answer that question by asking you what your thought is when, in your plant, you find that your equipment is rusty, battered, leaking or without lubrication? Wherein lies the difference? Are they not both machines--your machines so long as they are in your plant? Perhaps you have a pump that cost two hun dred dollars that you house and paint and lubricate--why? To save it. If it breaks down you have it repaired and put back into service-- why? Because it cost_you two hundred dollars. And who repairs, some other machine? Yes--a human machine--a man. Then how about this man? He has cost you at least two thousand dollars if he has been with you two years. Do you protect him from the weather of thought lessness ; do you keep him painted with a coat of ambition; do you protect him from the rust of routine and sameness, and if he breaks down can you repair him and put him hack into service as good as new? Christianizing industry with safety is a much bigger job than Chris tianizing China with the Bible--doctrine and theory may do well for the higher caste, but you are bound to get better results with a war 7t> fourteenth Safety Congress club out Iu the rank and file. Although in our plants we are prea ing, we are nevertheless doing most of all individual wor--we've j to, for we are determined not to give up business, and we fully real that to keep the business means that we've got to keep the me on the job and not on the roll. That watchman who stands at your gate with an empty rtuvt; tl blind fellow who sells pencils up on the corner; that efaap who 3 at the hospital with a foot gone, and the unfortunate victim they fcetri last week--all are pieces of industrial equipment. Whether or met tl were on your roll, they are nevertheless pieces of tsfintiiil eqn ment that required thirty or forty years to build phu the wah tore ment you had in them if they did happen to be yoar men. Vdt wt are we going to do about it? Are we going to fold <mr *m m "It's too bad," "I'm sorry," and "Bill was a good worker. r a we going to jump into the game before it goes any farther aa4 |p(t JB and John in the plant, as well as every Tom. Dick awd Harry w comes into the plant a& a new man, by the slack of the hrun 1>ta w hold tight until we have made out of them junior safety tin i i until we have pointed out to them the stumbling hazards of the iarfb trial road; until we have made them realize that --jp*w1 Ss tern the same as is labor, and until we have gotten them into the iartfostrl lathe and begin to shape them up, not only into the type f work needed today but the type we are going to need tomorrow. Safety Education Essential For New Employees The new man is the fertile field. Upon him depends tomorrow*# tnr over, tomorrow's accidents and tomorrow's production. Today we on invest in him, and Ht our plant we enlist all of the wisdom and ca we have in the selection. We protect him through educational method; we lubricate him through liberal and practical policies, and then throuj the foreman we hold him by the slack of the breeches until we a; quite sure that his work and his industrial conduct is of a qualii to parallel the products of our plant. We try to make him get tl point that he is one of us, and that if collectively, through Individu; effort, we can make gallons per man that the miles are bound to 1 there. ^ In order to get results from men, they must be trained, and unlik your machines they react according to conditions. When you hire a worker, there was "a mutual selling agreement. He sold his service to you and you sold-the job to him, but if your investment was mad from a business standpoint, and if you expect to receive a reasonabl return from your investment you still have much more selling to doyou must sell him the company he is working for. In other words, yo must develop him to the point where the man creates the job rathe than to have the job call for the man, and you must keep him safe. In our plant as the new worker grows and develops, he is put ou in broader pastures, so to speak, through the avenue of transfer an -j~. iwiiigp'repi Petroleum Section 787 herein lies a point that has been carelessly overlooked, by some com panies. It is so common to think that because' the new man has been talked to concerning safety, that because he has been shown a number of ghastly pictures and because he has been told that it's up to him to be safe, he is thusly insured against all accidents and for all time to come. _. Just suppose that you employ a man as a pipefitter helper, and a man who is off the farm for the first time. When you hire him you discuss the safety situation with him, and perhaps you go into detail with him regarding, the hazards of the pipe gang and show him how to correctly handle a wrench, or warn him against breaking into a line carrying pressure, or any of the other common hazards of that particular type of work. Then, six months later you transfer him to gauging. He's been off the farm six months, remember, working in a big indus trial plant, and living in a busy community amongst new surroundings. Can you expect him to be familiar with the dangers of hydrogen sul phide gas? What does a spark around light oil mean to him? What does he care which way the wind blows? Does he appreciate the value of handrails, or why should he worry about oil on the walkway as long as he is lucky and doesn't slip. We believe that it pays to continue to train this worker along the lines of safe conduct. We don't feel that we can charge him up with gross negligence for an accident until we have furnished him with pertinent information that he is entitled to know, and we think in terms of tomorrow, for if he can grow from pipefitter's helper to gauger, he can most surely grow from gauger to pumper or stillman, and if he's going to grow he must! be kept safe. Of course, he has his part of the game to play, but you can't expect him to play intelligently unless he knows something of the game he is in. And so, while we are talking to the public in terms of miles per gallon, we are training the worker whom we transfer to carry on his job with the thought of minimizing men per gallon. -- Safeguarding Workers Is Important Matter There are none who can not use and profitably use safety, but on account of the fact that there has been no monetary cost attached to it for the individual, it has been considered as cheap, and its cheapness has blinded them to its intrinsic value. Education will open their eyes to its real worth. I venture to say that a close analysis of the accident statistics will disclose the fact that ninety percent of such accidents clearly demonstrate the item of irresponsibility of the indi viduals concerned, and this, in spite of the fact that such particular plant referred to were as fool proof from a safety standpoint as was practically or consistently possible. It is my opinion that one of the industrial fallacies has been to endeavor to safeguard the equipment and forget that the big issue lay In safeguarding the worker. The safeguard for the human machine is education--sound, practical 7SS Fourteenth Safety Congress logical, education, that must start when the new man is enlisted a must remain with him so long as he is a part of industry. A. numl of past instances "in which industry has tried to sell safety to workers could be made comparable to possible results had Mr. Wrig simply put his Spearmint gum in a few shops and then sat down await results. He didn't do . that by any means--he put on an edu tional campaign of advertising and made the public believe that had just exactly what they were waiting for. You have got to ham safety in much the same manner--advertise it in an educational mam and put over a definite program, the objective of which is the prevent! of accidents- Show your workers that it's what they need--that i a delightful habit---dt may not clean the teeth but it will surely ss them. Don't confine it to one corner of the plant but spread the st where none can miss it--don't ever have a customer catch you out stock--and if the sales run low put more pep into your advertisii When we view it from a business standpoint, safety is just as much part of the industrial game as is the checkup we give the time cards any of the other items that enter into the dollars and cents of the bti ness. It's good for the worker and it's good for the company and mea money for both. = Simply joining the National Safety Council, engaging a technii engineer, the installation of a bulletin service, or any other of a doz different things won't make your plant safe or keep yonr workers fr< getting hurt, unless you spice it with advertising and flavor it w: practical education, r "Safety First" Is More Than a Mere Slogan Gentlemen, "Safety First" is indeed more than a couple of words slogan--it's something more than a bulletin or a warning--it mea more than compensation, money or lost time. It is a living vital pt of every human life--it is the elixir of life of the home, the shop a the street--it is the natural binder of human relationship--it is indefinable thing that helps transform an animal into a man--and the petroleum industry it is the factor that makes human mileage g of men per gallon. The question may be raised as to how we are going to carry on tl program of education, how much will it cost and what will we g out of it. Let me say right here, that the law of averages never fai and we are bound to get out of our safety program just exactly what 1 put into it, and that business would never have universally adopt the safety program Jf its cost had exceeded the cost of compensatic to say nothing of Lthe cost in human life and limb. Even though t take up safety work--Lif it's in a half-hearted and rather disinterest way we are apt to get out of it a lot of dead and crippled workers, multitude of broken homes and families, a host of fearful and `d gruntled workers, and the everlasting condemnation of an unforgivii public. But, if into safety, we put pep and enthusiasm, spirit, fai `-iffit *1 -d*-gWB4. j ... j-^ p-.tfi--.af.M''"iiiaiiP^ '=/?'*?a-iRie^* *i Petroleum Section 789 and belief; if we are interested in increasing plant efficiency; if tbe killing and maiming of our own kind is repulsive to us, and if we realze that the human "machine. is our most precious asset, and that the great industrial structure which we are erecting must have a foun dation proportionate to the super work, then we are going to get out of it, dollars and cents, efficiency and economy, and the unpriced sat isfaction of having rendered real service to others and to have helped in the building of real homes and" real happiness. In order to show you how we are carrying on our educational safety work, I am going to assume that you are the new man and that you and 'I are going through the Works to see what is being done along the lines of safe practices. Mind you, I have said safe practices, for although we do pay much attention to safe appliances, we nevertheless consider the question of safe practices the one of prime importance. When the new man is signed up he is given a talk in his own lan guage concerning industrial safety. Then he is segregated according to vocation and is given in more detail the particular hazards of the job to which he is to be assigned. In connection with the employment department, there is a safety museum in which is vividly brought out the common dangers of an oil refinery, the items that contribute to accidents, and things that portray the results -of carelessness. Then, the new employee is actually taken out onto the job where he is to serve and the proposition of job safety pointed out to him from a practical standpoint. Further, he is taken through the plant in general, and during the trip existing plant and departmental regulations are ex plained to him; he is shown his lockers and shower room; the cafeterias and the first aid rooms are pointed out to him, and any other item which may be either of interest or which may have an influence in really selling him the job and the company. 0| course,. this does not of itself make a safe worker, but such a procedure offers a much greater opportunity to. develop a safe worker than as though he had simply been signed up, and on the following morning shoved out on the job and told to go to work. It takes a long time to equip the human machine with the safeguard of carefulness, but^ you can cripple him for life in the twinkling of an eye, and many cripples have been so made through ignorance. Seventy-Six Bulletin Boards Present Safety Posters The Chinese are not far wrong when they say that one picture is worth a million words. This is the secret of the average safety bulletin service. We believe In. advertising safety to our workers as much as we do in advertising our_products to the public. How are they to know much about it if you don't tell them something about it? In our Port Arthur plant, we make use of seventy-six neat, attractive and substan tial bulletin boards which are changed twice weekly. We don't make tbe worker pass the boards, but we put the boards where the workers have to pass them, and whenever we find a new trail developed through BfSWI" ~ w-'^n --'AMfti ssi^Bai: *-S #-f 7W Fourteenth Safety Congress the yard, up goes a new bulletin board. In addition to these sen boards, we maintain within the plant our own billboard service, : upon which appear pertinent messages, the chief topic of -which safety. Do the men pay attention to these? Of course, they do, i hundreds of times we have planted our bulletin service and proven t it was getting much closer attention than we had estimated. Nearly every industrial plant maintains a house organ and her lies a broad avenue for promoting educational safety. Every wot reads the house organ. We promote safety through our house org "The Look Box," by general safety articles; by articles covering ix viduals in our own service, by bulletins and by cartoons and coi strips. The value of the house organ goes further than the workergoes to the family at home, for invariably these periodicals go ho with the worker, and so instead of helping one you are helping a 5 sible four or five through this channel. The safety activities at the Port Arthur Works heads up in a gene plant committee, the membership of which consists of area supervise plant physicians and department heads. This committee in turn fu tions through a number of sub-committees which cover the shippi department, the mechanical department, the construction department, t pressure stills department, the laboratories and trucks and trains. 1 personnel of these various sub-committees is composed of head forem and foremen -who are specialists in their respective lines, which mea that the sum total of these committees represents some seventy pro inent and enthusiastic foremen who are solidly lined up against "old m carelessness." One of the features of the activities of these coounltU is a semi-annual safety drive. These drives extend over a period of o week and are educational in' nature rather than spectacular. Zs drives we feature special talks, parties for children, dinners for forctm motion pictures, special bulletins and other things which get the work* and their families to stop, look and listen. A call comes from the manufacturing department for a gor fireman or any other kind of an operator. We have the *-- vxx tionally suited, but have we a safe man? The human Tiwjhft tkrm transfer will have to be modified, in that he is warned of the pMifl hazards existing in the new line of work he is about to take xp. 1 find that It pays to give the transferred worker some doee indhrida attention, when starting out on his new duties. At the time he transferred, the new Job is gone over thoroughly with him; then. ] is taken out on the job and the things which have been told him a gone over in a practical - way, and finally he is turned over to 01 of the older employees in that department, who, together with the foi man, continues to train him so long as he is on that particular job or : that particular department. Accident Report Carefully Checked and investigated The accident report of every department is carefully checked ea< day. and any items which are irregular or any reports which vivid Petroleum, Section 791 bring out gross negligence on either' the part of the worker or the company are immediately taken up with the foreman. This is a method of schooling the foreman, who in turn schools the worker, and so a double result is made possible. Further, within the complete safety organization, there is a- committee set up that makes a detailed investiga tion into every lost time accident, and the findings of this committee are transmitted to the management together with such recommendations as the committee may see fit to make, either for the correction of some existing condition or the awarding of discipline to an employee who might have flagrantly disregarded some pertinent regulation. . The worker who knowingly breaks some plant or safety rule or who has no regard for his co-worker needs to be brought to his senses through discipline, which should be proportionately severe to the offense, and yet just from a practical standpoint. If any such employee repeats the offense, or if he will not fall in line with safety after reasonable training, then the easiest, the best and the most logical thing to do is to separate him from your service. Industries, which have adopted safety generally follow one or two methods. There is the practice method and the preaching method. Issue your men a high brow technical book on "How to be safe," and see how much the accident situation is Affected. But, if the manage ment will go out on the job and will constantly stay out on the job and get Bill Smith when he leaves some boards with nails sticking up on them and help him bend them down, and while helping him tell him something of the possible consequences of upturned nails, and pos sibly point out some known case. And, when Tom Jones goes up to do some rigging without his safety belt, the management will say, "Come on down, Tom, and get a safety belt, and the next time you do that stunt we're going to get a new man." Tom will come down and will get his belt and he's quite apt to wear it thereafter. And,-when Harry Brown insists on crossing over a passing train--poor, rushed Harry, who has but sixteen" hours ahead of him in which he has nothing to do but eat and sleep--if the management will put their hands on his shoulder and say, "Let's wait, Harry, that's against the rules, and besides, it might cost you an arm," Harry will be found to wait with you until the train has passed, or any other of the hundreds of instances that happen dally in an industrial plant, the accident record will be noted to be coming down, and always as the accidents decrease the individual happi ness and the general plant efficiency increase. "We use both methods-- that is, we do a little preaching and a lot of practicing, and our results most surely justify our efforts. The foreman who sits on the nail keg and tells the gang what to do is only half the foreman that the chap is who gets at the head of his men and shows' them how to dt it and do It safely. Must Give Every Worker Individual Safety Training We have found that the practice method is the one that gets the best results, and It puts it squarely up to the worker after that, and Fourteenth Safety Congress our special investigating committee has a clear conscience when they g digging' into the details of a lost time accident in which the worke did differently than had been .shown him. I'm sure we all want saf workers, but we can never get them by circularizing them--we have go to give them some training, some individual training, and if we expec to develop our plants where the gallons will be in terms of millions an the man hours in terms of one, we have got to bear down a bit harde: on this practice method. The question may arise in your mind as to what part the safet; engineer plays in our program, and in passing it might be well foi us to consider Just what this safety engineer is and what his functior is. I predict that the time is not far distant when the real meaning ol safety engineer is going to spread out- and clothe all the foremen it every industrial plant, and from thence to every worker of the plant At Port Arthur Works, when you speak of the safety engineer you may be referring to Tony Randazzo in the bull gang or your reference may be to the assistant superintendent, for we contend that every man on the works is a safety engineer, and our aim Is to educate every worker to the point where they are fully aware of carrying this responsibility. We- appreciate the fact that to make oor plant "the safest oil refinery In the world" means that we have got to be possessed of Just that kind of a crew, and the molding and re shaping of two thousand men as such is by no means a one-man job. rt may be contended that the safety engineer directs the work in connection with safe appliances and practices. Perhaps so. but if such is the case on onr plant, you can then say that the general superinten dent is the safety engineer, for he is the gentleman who cuts the safety pattern. No safety engineer can do much directing or guiding unless he has the unstinted support of the Management, and it is impossible for me to conceive of. a general manager or superintendent, who is largely responsible for thousands of workers eight hoars out of the twenty-four, who Is not vitally and personally interested in guiding the well being of those human machines. And so, I claim that in any plant, the so-called safety engineer if set up as such, is but a figure head--a name on the payroll, and he can suggest, he can advance theories, he can issue Instructions, he can post edicts and notices,^ and he can day dream in his well appointed office but he will never decrease the cost of compensation, add to the general efficiency Of the plant, or materially increase the well being and happiness of the workers or their families, simply because he can't cover the field as a one-man proposition. In any plant, there should be no stopping point in the meaning of safety engineer from the general superintendent to the road sweeper, for safety can only he worked out successfully through a mutual faith and a common under standing that industrial hazards are obstacles whose removal requires the united effort of both men and management. And so, in our plant'we already have hundreds of qualified safety Petroleum Section 79: engineers--qualified because they believe in the company they work fo --because they believe in the principles of a safety program--becaus they believe they will be rewarded for their efforts--and because the unselfishishly believe in their fellow worker and humanity, and w have thousands of safety engineers in various stages of developmen- Urges Association of At Least Two Safety Ideas Daily Often, when I pick up the daily paper, I am. inclined to wish tha there was some imaginary giant whose voice was powerful enough t call the entire world to a state of attention and entertain a znotio to the effect that every earthly inhabitant would resolve to associat at least two safe ideas each day. The Boy Scouts produce good me through the performance of one good turn each day, and I'm sut that if the spirit of the thing could be generally put over, we coul make our accident situation, in general, almost unbelievable if w could but get people to have at least one association of safe Ideas eac day. And it comes back to the question of personal contact an training. Uiiaikmax Sexne: We are now ready for the exhibition of the motic picture, "Safety or Sorrow." For this picture we are greatly indebtc to the Petroleum Safety Council of the Mid-Continent Oil and Gas Ass elation. The motion picture was then shown, and the meeting adjourned ; one o'clock. THURSDAY MORNING SESSION The Third Session of the Petroleum Section convened at the Statli Hotel at ten o'clock, E. J. Senne presiding. ACCIDENT CAUSES IN THE SALES DIVISION Frank C. Singleton, Safety Director, Sales Division, Standard Oil Compar (Indiana), Chicago, III. To some people with whom I have talked bulk distributing plants the average oil company are breeding places for accidents, to say not ing of the men employed, the equipment used and even the produc sold. This, however, is absolutely baseless and while it is needless say, accident causes experienced in the sales divisions of the peti leum companies are causes, similar in character to those experienc. in any other line of industry, though the fact remains, the larg oil companies and many of the smaller ones, through years of experien coupled with intensive safety work, have reduced many of the hazar to an appreciable extent. There still remain, however, a few, some which are beyond the control of the industry, especially the Sal Divisions. 794 -- Fourteenth Safety Congress Unlike the producing and manufacturing ends of our business, sales divisions, by their contact' with the public alone, make the w of accident prevention a greater problem. One other problem eonfrc ing the sales divisions is that of locating suitable sites upon which t be erected these so-called breeding places for accidents, otherwise kno as bulk distributing stations. In this connection you might ask, "What has all this to do w regard to accident causes?'' if that is your question please bear mind that the safety department of the sales divisions is not only e cerned with the problem of reducing accidents caused by the employ themselves, but is also concerned in eliminating, as far as is huma: possible, those causes for which the employees cannot be held resp sible. While it is generally conceded that employees in any indue are responsible for a greater portion of accidents, both to themsel and others, nevertheless we are in possession of positive, proof that 1 public with whom We must come In contact-have caused more accide: affecting our properties than all our employees put together. What is meant by locating suitable sites upon which to erect bi distributing stations' and how does the Safety Department connect w this phase of the business? After the site upon which a bulk distr uting station is to be erected is located, one of the first duties of < Safety Department's to make a complete survey of the surroundi properties and the^inhabitants, with a view to ascertaining just wl the fire risk is, if the inhabitants themselves are careless in their m< of living by allowing the accumulation of burnable material, and if tl frequently build fires' which in some way might spread on the propel of the proposed oil company, and other conditions regarding the pres* and future development of the properties surrounding the site and 1 kind of industries most likely to locate in that vicinity. While the companies themselves have absolutely no control over the matter of w shall and shall not Locate in their vicinity and no doubt would not care decide this question, nevertheless it is obvious that this and many otl problems should be considered prior to the actual program of buildi the plant. Ofttimes^ it happens that long after a bulk station has be installed managers of other industries decide to locate their plants adjo ing that of the oil Jttatlon: These often include coal, wood and lamt yards, saw mills, box factories, match factories, high voltage electri* supply stations, and even concerns who manufacture high explosiv It is therefore plain to be seen that if these conditions are not ca fully watched the possibility of fire, with its inevitable loss of mom time and possibly the sacrifice of human lives, is not entirely remo Consequently, these" factors of outside origin and which are not t fault of the oil companies must be considered if any degree of ac dent prevention or the thought of eliminating accident causes is bei done by the oil company. Oil distributing stations must of necessity be located to facilitate t handling of tank cars, box cars, etc. Sometimes we find that these s' 'Petroleum Section 796 tions are completely surrounded with multiples of steam and electrics' railroads and as I have before said: these conditions are considered potential hazards and must be reckoned with. The steam road is con sidered hazardous because of flying: sparks of passing locomotives whict fall onto the storage tanks, while the electric road is considered hazard ous because of the electricity which almost without exception enters onto the many tanks, pipes, and other metallic substances about the plant! and yards. This latter condition is very dangerous from point of fire especially, if proper steps are not taken to render the currents harm less. Both steam and electric roads are also considered potential cause: of railroad crossing accidents though we must have railroads and we d< not care to isolate ourselves from the rest of the world. This, gentlemen, briefly describes a few of the causes for which th' employees are not responsible, but which clearly show that acciden prevention, must start with the matter of locating sites for oil stations and that safety must be given its share of consideration throughout tb< entire program of plant construction. Bach of the 27 sales divisions of the Indiana Company is require: to keep a detailed record (sample shown) which shows the exact numbe of accidents occuring* in that particular field. This report shows th following classifications: Asphyxiation (non-fatal) ; asphyxiatio: (fatal); barrel handling; dog bites; case goods handling; collision (non-fatal); collisions (fatal); cranking Fords; cranking trucks; cranl ing engines; cranking customers' cars at service stations; eye (general); falling (ladders and stairs); falling objects; fires (noi fatal); fires (fatal); frozen toes and fingers; gasoline burns; hernia infections; nails smashed; run over (fatal) ; run over (non-fatal) ; offic employees (general) ; railroads (non-fatal); railroads (fatal) ; s. : holdup (non-fatal); s. s. holdup (fatal); extra classifications. Of the total number of lost time injuries, .5 per cent were due t asphyxiation. The severity rate of these was .9 per cent. These, o< curred during the cold weather and were due to drivers in rural sectior unscrewing the pipe union that holds the muffler pipe to the cast iro exhaust, just under the floor boards, for the purpose of heating the cab < the truck. When stepping out of the cab, after a long drive, they fell to tc ground in a dead faint. Six and seven-tenths per cent were due t hamiHng barrels while 2.1 per cent was' due to handling case goods an boxes. These occurred inside the warehouses and on the trucks, and wei the result of warehousemen and drivers permitting the barrels and ca: goods to smash their fingers or fall on their toes. We did noir lose a single man at railroad crossings during the entii year of 1924. although all of our drivers crossed more than 85,000 ra: roads per day or about 3.102,500 railroad crossings in one year's tim This splendid result is unquestionably due to tbe fact that we insist th: arii new employee coming into our organization and each old employ: at the beginning of each year sign a form of pledge card whereby 1 796 Fourteenth Safety Congress pledges himself to come to a full and complete stop at all railroad cro: ings, switch tracks included. Beyond this, we have fastened to the re end of all motor vehicles, including those driven by our board of dir< tors, the general manager, the assistant general managers, the divisi< managers, their assitants and all others who handle our equipmei a small metal sign which reads: "Notice--This vehicle will come to complete stop at all railroad crossings." REPORT OF COMMITTEE ON ACCIDENT STATISTICS 1. Character of Accident Statistics to Be Furnished National Safety Council The Petroleum Section will confine its efforts, for the present, to tl compilation of departmental statistics as to accident frequency aj severity for the Manufacturing, Marketing, Producing, Pipe Line, Marii and Natural Gasoline Departments of the petroleum industry. While tl compilation of cost data is of great value to the individual companie the interchange of such data through the* National Safety Council deemed inadvisable _ because of lack of uniformity of the compensate laws and company policy. 2. Definition of Lost-Time Accident Reports to the National Safety Council will be confined to lost-tin accidents which are defined to include all "accidents, diseases and i juries arising out of and in the course of employment which result : death, permanent disability or in the loss of time other than tl remainder of the day, shift or turn on which the injury was incurred This is identical with the definition given in paragraph 19 of the Nation Safety Council's Bulletin No. 21 revised as of November, 1924 ar entitled "Safe* Practices," except that the phrase "arising out of empto ment" has been changed to read "arising out of and in the course < employment." The latter phrase is the one more generally used in tl compensation laws^ of this country. Even with this change the questic of what constitutes a reportable accident is still too much open to doub Therefore, in interpreting the phrase "arising out of and in the court of employment," thel ruling commission and court decisions under tl governing workmen's compensation law will be applied, and where r compensation law is applicable, the rule of the reporting company is 1 be followed. If the reporting company has no rule to cover such case the above definition should' be followed as faithfuly as possible. 3. Computation of Rates (a) The Denominator: "Hours of exposure" is to be used as the d> nominator for computing the frequency and severity of accident! This basis has been adopted because it is the standard rule recommende by the National Safety Council although it is recognized that the a> Petroleum Section 797 counting methods of some oil companies and the working schedules of certain classes of employees in the petroleum industry do not lend themselves well to this scheme. If reporting companies prefer to continue to use the "average number of employees working daily" for their own statistics, such data should, fo'r the purpose of reporting to the National Safety Council, be converted into "hours of exposure" by the most economical method which will give a substantially correct de nominator. In such cases, each company can determine for itself the best method of conversion but, in general, consideration' should be given to the number of working days in the period to be reported, the number of normal hours in the different working schedules during such period and the average force to which each such working schedule applies. Proper adjustments should also be made, if possible, for short-time or overtime where there is any substantial departure from the normal schedule of working hours. (b) Frequency'. The frequency rate should be computed by dividing the number of "lost-time" accidents by the number of hours of exposure and expressed as the number of lost-time accidents per 1,000,000 hours worked. This is the method recommended in paragraph 17 of the National Safety Council's Bulletin No. 21 referred to above. (c) Severity. The severity rate should be computed by dividing the total severity days by the number of hours of exposure and expressed as the number of days lost per 1,000 hours worked; this method also is in accordance with the Council's Bulletin No. 21. In cases involving teporary disability. Bulletin No. 21 calls for the exclusion of Sundays. The Petroleum Section, however, decided that for the purpose of making reports to the National Safety Council, the total calendar days of disability subsequent to the date of injury be used. Companies desiring to exclude Sundays or holidays or count Saturday as a half day can make the necessary adjustment in the total severity days for temporary disability cases, thus avoiding a recheck of the individual cases. -- In computing severity days for cases resulting 4n permanent disability or death, the schedule of time losses shown in Table No. 3 of the Council's Bulletin should be substituted for the actual days of disability, regard less of which is the larger. Reporting companies should be especially careful not to add the total severity days called for by the schedule to the actual days lost as this would result in more or less duplication In states where permanent partial disabilities are adjudicated in terms of* a percentage loss or loss of use of the injured member, such per centage can be applied directly to the schedule of time losses. In state: like California where such cases are invariably adjudicated directly int( compensable weeks of disability, the equivalent days represented by sucl awards should be used in lieu of the time losses called for by th< Council'^ schedule. In states where neither of these methods is ii use but where compensation for permanent partial disabilities is base' on 'impairment of earning capacity, the percentage loss or loss of us J1 798 Fourteenth Safety Congress of the injured member should be estimated and the proper severity ds under the schedule substituted for the period of permanent pan disability. In cases of death or permanent total disability, 6000 sevei days should be used regardless of the method used for determini the compensation award. 4. Reports to Be Made Annually Reports are to be made to the National Safety Council annually ering the Calendar year. The first? report will be for the year 19: Each report should include the cases actually occurring' during the c endar year plus the resultant total severity days. By the time the rep< is requested by the Council most of the cases occuring during the la preceding calendar year will have been adjudicated. In the few which are still' pending, severity days for all classes of disability estimated with substantial accuracy. Companies computing severity 1 their own use on a--completed case basis can make the necessary t justments for the cases pending at the beginning and end of t year to be reported. The Petroleum Section will make these reports on the understand!] that the National Safety Council will publish the data for individual coi panies only under cOfle numbers or, in caseg the name is used, with t] consent of the Company. 5. Cause Classification The Petroleum Section does not believe that any results of real vali can be achieved by reporting accidents by cause to the National Safe: Council, our opinion being that an increase or decrease in frequency wj generally be fairly well distributed as to cause and that even if this wei not true, the cause of a relatively high rate for any one company : a matter which can be most intelligently and efficiently ascertained c tbe company itself. So long as comparative frequency and severity ratt by departments are available to the members of the Petroleum Sectioi any one company cart: determine how it stands with respect to the otht companies and can then make such investigation of its own experienc as may seem necessary. Where specific hazards are under investigation by the National Safet Council, requests for the experience of individual companies with sue hazards can doubtless be secured from the members of the Section b; the use of special questionnaires. This will avoid the expenses of compi fug current cause data and at the same time will make available mor exact and valuable data whenever there is a real need. 6. Report Form For the convenience of reporting members, the Petroleum Sectioi has agreed to use a standard report form for reporting accident dats to the National Safety Council. A copy of this report form is attached It is assumed that the National Council will furnish a printed supply PETROLEUM SECTION, NATIONAL SAFETY COUNCIL, CHICAGO oJ3->. > ZoJ O tOm Po4 COJ) Petroleum Section 799 o c <U *5 -c =1 a? J 03 < TT .S=S 3_ 1< * 3~"i a Si -Z2S*'O5- ' Szil o|; T=3*-' *S : 3 P. SO &q & ov* .'Wfcp- :j; >- IWBaWI b.-`* 'H&L 800 Fourteenth Safety Congress of this form to reporting members as needed. It Is felt that thi will not only serve the purpose for which it has been prepared, bi it may be of value to the individual companies in preparing accidei for their own uSe. It should be noted that special provision has been made on th for reporting the supplemental severity days whieh must be added actual days lostT in order to adjust the severity days to the tot quired under the National Safety Council's schedule of time loss deaths and permanent disabilities. The total days thus added wil cate not only that the adjustment has been made, but to what exte severity rates of the individual companies were thereby affected, form of report should also tend to prevent any duplication as tx actual lost time and the equivalent severity days for permanei abilities and deaths. 7. Third Party Cases In the marketing department of oil companies a considerable n of accidents occur involving third parties. In many of these cast injured employee will initiate legal aotion against the negligent party and will recover damages by judgment or compromise. Rep companies should include all such lost-time accidents to their empl subject to the definitions and rules recommended herein, even t the employer is ^ultimately reimbursed by tbe employee or the gent third party for all or part of the expenses resulting from the i 8. Joint Operating Agreements In the Producing Departments it is sometimes the practice of t companies to develop an oil lease under, a joint operating agre providing that the parties to the agreement share in the expense profits in a predetermined ratio. In some cases the accident will i an employee of the reporting company, while in other case: accident will injure the employee of a company which is not repc A reporting company should, however, include in its reports only dents to its owtTemployees and such accidents should be count) whole accidents with the proper total severity days, regardless ol the costs of such accidents may be prorated as between the p. to the agreement. 9.. Value of Uniform Methods The value of reports to the National Council both to the rept members and to the petroleum industry in general will be deteri very largely by the number of companies which report and the fulness with which they follow the rules outlined herein. It is 1 hoped, therefore, that the entire membership of the Petroleum Se will cooperate in making this plan for uniform accident statistic success which its importance justifies. Plant Publications Section September 30 and October 1, 1925 MISS MARGARET T- STEVENS, Chairman Associate Editor, "Baltimore & Ohio Magazine," Baltimore &. Ohio Railroad Company, Baltimore, Md. W. D. PRICE, Vice-Chairman Editor, "Warner Gear Review," Warner Gear Company, Muncie, Ind. A. G. STRICKROTT, Secretary Editor, "The Synchronizer," Adirondack: Power <. Light Corporation, Schenectady, N. Y. WEDNESDAY MORNING SESSION HE PLANT Publication Section met at the Hotel Statler, Cleveland, Ohio, convened at 10:00 o'clock. Miss Margaret T. Stevens, Associate Editor, Baltimore and Ohio Magazine, Baltimore, Md., chairman, presiding. Ciiairmax Stevens : I want to say a word about the Plant Publica tion Section and the work that has been done. We have been able to keep in actual touch throughout the past year with 950 plant publication editors. We have sent out monthly circular letters gratis to all of these magazines and in each letter was a sugges tion for their betterment. When we were unable to answer the letter ourselves, we would find someone who was an authority on that sub ject and turn the letter over to him or to her for reply. For example, one man had a problem regarding cover designs; he had only a limited amount of money to put into covers. We told him all we had to say on the subject, then we referred the matter to three other editors of mag azines who specialize in making covers that are attractive and economical. The chairman suggested to the 950 other editors, by means of the circular letter, that each editor who had some experience along this line write his to the man who wanted to know. It was very remarkable to note the number of replies that he got; it is always remarkable to note the number of editors who always are full of advice. 801 ..... ........... S02 Fourteenth Safety Congress During the year we answered in this manner. 328 specific questions 601 general questions. We helped to start nine magazines. We had ' sonal conferences with sixteen editors.; established home department* three magazines, safety departments in eight magazines; replied sonally to an average of five letters on plant publications per day; fo jobs for three homeless editors and reviewed 420 - magazines. Next on the program is the appointment of the Nominating Commit I am going to ask .Mrs. Carat JB. Core, Associate Editor. A.tlantic Atlantic Refining Company. Ernest Augustus of the Mead Pulp and Pi Company, and Herbert Roth of the Autostrop Safety Razor Company The next thing on the program is the announcement of the prize ners of the Plant Publication Section magazine and poster contest the year. Some of you, I know, were a little disappointed in not ting your magazines in on time, but that was simply due to the fact the announcements were made at the beginning of last year and man you had no chance to get in on it. The magazines were sent to judges by June 15. The magazines and the posters for the contest ha be in the hands of the judges by June 15. A great many of you sent ; magazines in after that and we are sorry you didn't get them in in for the contest. Mr. Roth, of the Autostrop Company, was chairman of the judge the Contest Committee; Mr. Ashe, of the General Electric Company, Mr. Hord, of the Eastman Kodak Co., were the other members. Hekbekx Eotic j (Editor, The JPamil-y -Wash, Autostrop Safety R Company, New York City); The judges this year worked without previous experience; they had nothing to go by and it was neeessai set up some sort of a percentage basis or point basis so that we e properly judge the magazines. This was set up after a great dei discussion by the committee on the basis of 40 points for safety, 20 p< for general interest ideas, 15 for educational, 10 for general characte for make-up and 5 for unusual features, making a total of 100 points, figured them in points and not percentage. Forty points for -safety not mean that forty per cent of your magazine must be devoted to sa You ail know that one good safety page is worth a half dozen pages s times. One page-might be considered forty points and six pages t not even be considered worth ten points. The next thing that entered into consideration was the small mags The judges were forced to place themselves in the position of the edit the small magazine. Some of the editors haven't the facilities liki editors of the large railroad magazines or the General Electric Com We had to put ourselves in their position and figure what they hi spend for their magazine and the limits they could reach with- the n they had to spend. They were all judged on that basis. We are n< ing to try to indorse any of the magazines or offer any suggestio their improvement because there are any number of people who more about magazines than we do. Plant Publications Section 803 FINAL STANDING OF MAGAZINES ENTERED IN THE PLANT PUBLICATION SECTION CONTEST Winners No. of Points Telephone News, Bell Telephone, Phila------------------------------:S3. Mead Co-Operation, Mead Pulp and Paper Co______________________________78.16% Northwestern Bell, Northwestern Bell Tel. Co-------------------------------------------77.33% Honorable Mention Schenectady Works News, General Electric Co-----------------------------------------76.66% Safety Service, Northwestern States Power------------------------------------------------74.16% Union Pacific Magazine, Union Pacific R. R----------------------------------------------74.16% AuSable News, Consumers Power Co73.83% Missouri Pacific Magazine, Missouri Pacific Ry-----------------------------------------73.33% Baltimore & Ohio Magazine, Baltimore and Ohio R- R~------------------------73. Telephone Topics, New England Tel. & Tel. Co-----------------------------------------73. N. C. R. News, National Cash Register----------------------------------------------------------72.50 Synchronizer, Adirondack Power and Lt------------------------------------------------------71.'66% Hercules Mixer, Hercules Powder Co-----------------------------------------------------------------71.50 The Imprint, Dean Hicks & Co-------------------------------------------------.-------------------------71.50 U. G. I. Circle, United Gas Improvement Co., Phila-----------------------------------71.33% General Electric News, General Elec. Lynn____________71.33% Long Lines, American Tel. and Tel. Co69.16% L. I. R. R. Information Bulletin, Long Island R- R-----------------------------------69. Tiie Mixer, JToliet Wts., Illinois -Steel Co--------------------------------------------------------------67. Hammermill Bond, HaznETermill Paper Co---------------------------------------------------66.66% All Aboard, United Elec. Rys. Co., Providence----------------------------------------------66.16% Finishing Topics, "U. S. Finishing Co -------------------------------.-- ...'------------65.66% New River Co. Employees Magazine, New River Co-----------------TM.---------64.83% The Palmoliver, -Palmolive Co_________...-64.66% General Electric News, G. E. Co., Philadelphia64.33% So. Works Review, Illinois Steel Co-----------------------------------------63.83% Reo Spirit, Reo Motor Car Co...------.'.------------------------------------------------------------------63. B. C. A. News, Barber-Colman Co63. G. E. News, General Elec. Co., Baltimore62.83% Tyrone Division Special, Tyrone Div. Penna. R. R-----------------------------------61.16% The Safety Bludgeon, Illinois Bell Tel Co60.83% G. E. News, General Elec. Co. Ft. Wayne_________________________59.33% Interborough Bulletin, Interborough Rapid Transit, N. Y59. General Electric News, General Elec. Go., Bridgeport58.16% Currentales, Dayton Power and Light Co'57.50 Studebaker Cooperator, Studebaker Corporation:56.66% Loyalty and Service Newt, Cupples Co56.16% Pulley Truth, American Pulley Co54.83% United Clan, United Alloy Steel Corp--------------------------------------------------------------54.83% Together, Wisconsin Public Service----------------1_______________________________,,54.66% General Electric News, G. E. Co., Erie------------------------------------------------------------53.83% 804 Fourteenth Safety Congress Raripaco News, Raquette River Paper Co--------------------------------------------------------53.8 Staley Journal, A. EL Staley Mfg. Co-----------------------------------------------------------------53.0 Association News, M. K. T. Assn, of Shop Employees................................52.8 Brown Bulletin, Brown Publishing Co--------------------------------------------------1---------51. The Luptonite, David Lupton Sons Co---------------------------------------------------------------50.8 Morrell Magazine, John Morrell & Co---------------------------------------------------------------50.5 The Spindle, Standard Coosa-Thatcher Co-----------------------------------------------------50.1 Spruce Splinters, Pacific Spruce Corp---------------------------------------------------------------49.5 Meter Dial, American Meter Co...........................................................................................47.8 Granby News, Anyox Community League-----------------------------------------------------45.1 .Jeffrey Service, Jeffrey Mfg. Co-----------------------------------------------------------------------------44. United Effort, United Engineering and Foundry Co-----------------------------32.S E. T. Wilkins: I move that we extend a vote of thanks to the c mittee for their work as Judges of the Plant Publication Contest. ( tion carried.) CiiAtKMAS Stevens : I have listed the report of the Members Committee next. Mr. Doeller, editor of Mall Columbia, Dayton Po and Light Company; has some recommendations to make. REPORT OF MEMBERSHIP COMMITTEE, PLANT PUBLICATION SECTION Organization: Mrs. Caral B. Coxe, Editor "Atlantic Seal," Atla: Refining Company, Philadelphia, Pa. Mr. Frank O'Bleness, Editor "Ohio Bell," Ohio Bell Telephone C pany, Cleveland, Ohio. Mr. G. A. Doeller, Associate Editor, "Hail Columbia," Dayton Po and Light Company, Dayton, Ohio. Activities: A list of about 700 firms known to publish plant paj was divided among the committee members, with requests that a le be sent urging said editors to sell their respective managers on the i of attending the Convention. A second letter, addressed to the man ment of the firms, previously addressed through their editors, was : early in September. In addition to this general canvass, some spe groups were addressed. -C. B. Scott, Chairman of the Accident Pre tion Committee of the National Electric Light Association made an. peal to members the National Electric Light Association and American Gas Association to send their editors. RecommendationT 1. ^That the Membership Committee for the < mg year, in addition to acting as a stimulator for Convention at dance; serve as a_clearing house for changes in personnel of our sect 2. That the Membership be composed of at least five members, that these members serve as subchairmen of five functional groups. Cnaikm.vx Stevens: Will someone recommend-or move that the port made by the--chairman of the Membership Committee be ados (Motion carried.) CirAiRAtAN Stevens: I think that ends the reports. About two y ago there was a meeting in New York held by the New York Man --M mmmm 14 ^4*1 re--& Plant Publications Section \ S05 ment Association and I heard a talk by Mr. Forrest W. Boswell, director and editor-in-chief of the BuicTc News. By the time he got through I felt as though I would like to roll up my sleeves and light him, but that not being a ladylike thing to do, I just kept quiet. But, after I had a little more experience I found out that the fighters, the ones who start things, are the ones'worth having in an organization of any kind. For that and other reasons we asked Mr. Boswell to come here and talk to us today on the -"Responsibilities of the Plant Publication's Editor." THE RESPONSIBILITIES OF THE PLANT PUBLICATION EDITOR Forrest W. Boswell, Director of Personnel, Buiek Motor Company, Flint, Mich. The subject assignecL to me is, "The Responsibilities of the Plant Pub lication Editor." In preparing this paper I have endeavored to point out the major responsibilities as they appear to me. In the first place, I consider that the most outstanding responsibility of the plant publica tion editor is that he have a comprehensive realization of the power of the printed word; that he is handling a pent up force, more powerful than the deadly explosive, T.N.T. More than three hundred years elapsed after Christopher Columbus discovered this New World of ours, before our national law makers enacted legislation, making it lawful for our citizens to freely and publicly express their ideas and opinions, by word of mouth or the printed page. The law which Congress enacted at that time was as follows: "Congress shall make no law respecting an establishment of reli gion, or prohibiting the free exercise thereof; or abridging the freedom of speech or of the press; or of the right of people peaceably to assemble and to petition the Government for o redress of griev ances It is interesting to note, that either by careful premeditation or by accident, the lawmakers placed in the very center or heart of that important legislation, the words--"or abridging the freedom of speech or of the press." No other nation before in the entire history of the world, had dared to entrust its people with such power of the printed word, and free dom of speech. " Rulers Virtually Controlled The Press Prior to that date, rttlers, statesmen and politicians virtually inaugu rated the edict, "Thou shalt not print--at least not without our per mission." Governor Berkeley of Virginia, In 1671 expressed his thanks in the following words: "We have no free schools or printing--God keep us from both." Lord Effingham was appointed Governor of Virginia in 806 Fostrtoe*** 1683, just tveive yein later, aMl rtcnBto< Ae 9*&*f*rWG ertkr: '"Alio no person to use a. printing prw vliew tmtT~ One-half century passed alter Lard SOnglBni uautoud to autocrat order, before it became legal to pafc&k a newspaper to 2*ew York Cit But how different today! We Iliad rdm to toe tatot of a ne order of tilings, and of printing there is no end. Tons and tons printed matter are turned out daily by an sorts f printing press* and then broadcasted to every nook and corner of the earth. Ideas aj opinions of the masses are seemingly changed overnight by the pow of the printed word. It is a mighty and potent force, and the Editor's responsibility proportionately as powerful. He must exercise a careful and discri: inating faculty at all times, in the preparation and presentation of 1 plant publication. Another tremendous responsibility devolves upon the plant edit that of knowing his readers; of appreciating that they are not as mass, prone to analyze, into all its elements, managerial and econon problems; also of realising the tendency of the average mind to ace< most of the printed, page at its face value.- The editor must, to a lai degree, think in terms of his readers. Of the many millions of you men and boys in this country, who were examined for military du during the World's. War, it was found that the average intelligence v that of a boy of thirteen years. It is my conviction, based on several years' experience, working in i shop and later being able to observe, that a cross section of the avert industrial concern will show an intelligence rating comparable to tl during the war. ^ Must Not Shoot Over Heads'=,of Readers The wise editor must recognize this condition and not shoot over heads of his readers. He must adopt simplicity in his utterances, m use, as Lincoln did, monosyllabic, rather than polysyllabic terms. The matter of company policies, with reference to production, lat safety, housing, savings, promotions, plant extensions, etc., must quite fully understood by the editor. This presupposes a close cont with the management, at all times, in order to be familiar along th lines. He must establish an intimate and personal relationship with heads of all the managerial departments, as such contacts permit an accurate, first band knowledge of any information which might usable for the plant publication. In fact, such relationships will m tain an active and interested attitude on the part of these exeeoti toward the importance of personnel and industrial problems, and the same time make them feel more keenly their own respoosibi toward these problems. Another important responsibility of the editor is. familiarity * the whole program of health, sanitation and accident prevention. SO" exploitation of tbto Mw W* imuftHBBI) *C to Jrtant publi cation, is of 11hi niiTir Mjpiiw^aBpgfe lAwnp1 * *e *>rtwr but to the company as weXZ. It is everywhere rwneacpfss*^ tKMC ftoe WMWMi toMBbagae is ptccures. Thus by the wise att oC pictwnwj nw> snwipfe AS*- l tmmr ltotpui to develop safe and careful w uthmitM. Sbiirb wsetaws mss tft* sut edkknt. both for themselves and for the cMipaf they wert fisc. When a workman is taught by means etf the carefully printed pose and well selected illustrations that by property observing and obeying safe practices, and by ordering his life in conformity with the rules of health and sanitation, he prevents loss of eyes, hands and other useful members of his body, also loss of time and money, and gains freedom from sickness, pain, suffering and perhaps saves his own life, as well as protecting the lives of his fellow workers, then will he develop the right and proper attitude of mind to his job, his employer, his home, society and the government under which he lives. We absolutely know from experience that such workmen become better producers and better handlers of machines and material, at a minimum of waste and scrap. Thus employers are enabled to sell the product of their plants at a profit, and thereby pay a good going wage to their employees, declare a dividend to. their stockholders and maintain the plant in a high state of repair and efficiency. Editor Must Produce the Desired Results We all know fully well that no management is willing to assume the burden of expense in operating and maintaining a plant publication, unless the'editor has demonstrated that his paper has been the means of facilitating and aiding increased production. The question then naturally arises, is it possible for the plant publi cation to produce such results? I believe It can. Of course, such results cannot be shown as definitely and concretely as can the results of new and improved machinery, and new processes of operation. We are all cognizant of the fact that most or the personnel work in industry is rather abstract, or in other words cannot be measured by the dollars and cents yard stick. We are all familiar with Arthur H. Tovsg'v address. "The Dollars' and Cents' Value of Safety," and how be show* fce a cectcfusfre way that real safety work does actually pay. But who cast axnamre such attributes as good will, loyalty, enthusiasm. iwlwtrianiwPB. optimism, carefulness, reliability, trustworthiness, and the like. Characteristics That Mark the Efficient Workman Yet, all these characteristics mark the efficient workman. His devel opment and growth along this line is through his own mental processes and efforts- ____ All this harks back to what was pointed out before, pzcturr-x and 808 Fourteenth Safety Congress 'printed word. The mental processes of the Individual are governed directed by what enters his mind. The Bible says, "As a man think so is he." It is in this connection that the plant publication sustains a ' vital relationship in producing right and constructive thinlcing, am responsible in no^small degree for these mental processes. If our reasoning: is true, then we can set up the following syllog concerning the plant publication editor. Workers who think rightly earn money for their company; , The wise plant editor causes. Workers to think rightly,* Therefore,, the wise plant editor earns money for his company. It is not my thought that the plant publication editor is respons for accomplishing all these results, but he is a potential factor in ducing right thinking upon these economic and social problems. In this connection it is incumbent upon the editor to remember he is not of the preacher type, with his preachments and platitudii ponderosities, but rather he is like the teacher who molds and dir the thinking of the worker from the known and patent everyday f of life, into the realm cf the unknown and complex laws governing existence, and elevates the ideals of his job, his employer, his h< society and the government to which he owes allegiance. It is perfectly obvious that any workman who develops such an tude of mind is not only a safe, careful and efficient workman, bi desirable and patriotic citizen of the greatest country on earth-- United States of America. In conclusion, I "wish to say that it has been my desire, in pre ing this brief paper, to provoke thinking in particular, upon the edi' responsibilities toward the program of health, sanitation and accii prevention. I have purposely refrained from discussing other resp< bilites equally as important as the ones treated herein. . It occurred to me, that inasmuch as this conference is under auspices of the National Safety Council, that we confine our discus to the aims and objectives of the Council; also in a general discus determine upon more definite ways and means of more effectively ting across to pur readers, through the plant publication, messages illustrations that will produce the desired results. DISCUSSION E. E. Netjbxg (Hammermill Paper Co.) : Mr. Boswell made a p of safety matters. The question I have to ask will perhaps come ui the head of the safety code. I would like to ask Mr. Boswell if whei returns to his desk he finds a preamble to the platform of the I. W, handed to him by one of his workers just how he would handle th Mr. Boswext.: I would ignore it. ABTircR T. Morey (Commonwealth Steel Company): I think question asked is ajvery important one. The purpose of our papers i Plant Publications Section S09 increase company good feeling. Tlie question of how to handle what is given us to publish is very important as bearing on good will and coopera tion. We don't want to get the men to feeling that we ignore it. But, I presume every company and every publication must have certain definite principles that they stand for, certain ideals. I think if I got a request like that it would be an opportunity for a little heart to heart talk with the man who handed it in and not let the occasion go by without saying anything. If a man is talked to and is shown that the company and the publication stand for certain things and that we feel that Americanism has an interpretation of our own and it isn't his doctrine. You might have an opportunity with that man to get something under his skin. I wouldn't counsel ignoring those things. Our purpose is education and there is an opportunity to do a little educating always, however, practic ing the principles and ideals of our company and our publication. (Ap plause.) Chairman Stevens: YPhen we were getting together the program for this meeting someone suggested that all we do is sit here and talk about our problems and everyone gets up and toots his own horn about his own magazine and dhe company's magazine- The question came up, why not have someone from the other side, why not have some member get up and tell us what he thinks about the magazine? So, we had quite a discussion as to who was willing to stand the strain. Among the first volunteers, I said, "I don't care what he does to our magazine, we will find one of the railroad men--shopmen or anybody--and we will see what he can say about the magazine.- I don't know just what Mr. Stephens is going to tell us; I don't know how he is going to criticize The Baltimore j- Ohio 3lagazine, nevertheless, we are willing to stand for it. So, I am going to introduce JW. L. Stephens, machinist, Martinsburg Shops, Baltimore & Ohio Railroad. WHAT THE MAGAZINE MEANS TO US--THE PLANT PUB LICATION FROM THE EMPLOYEES'. POINT OF VIEW W. L. Stephens, Machinist, Baltimore & Ohio Shops, Martinsburg, W. Va. The plant publication has become a fixed asset in a large number of industries and is a means of putting over the policies' of the manage ment in a very effective manner. The first duty of the plant publication editor is to give his fellow employees a magazine that will be read. He must know his people and build his magazine around their interests. His articles should be such that they can be readily understood. To "shoot over his head" will score as sure a miss as a lack of refinement will lower the tone, of his magazine. When the shop worker picks up his plant journal he is looking for shop stuff and not a quotation from the encyclopedia, news on the mooted question of evolution, or the history of the garden of Eden, 810 Fourteenth Safety Congress and if he finds such literary efforts he soon loses interest. When desires such reading he goes to the natural sources for it. But when he opens his magazine and finds the real doings of fellows of the plant, with their story of human interest embellished w, good pictures of his friends, his interest is quickened and he becoi a continuous reader. As he reads of the parts his buddies play the policies of his company he becomes imbued with the idea that too, is a part of theL company for which he works. If such a publicat can further the ends of other policies of the plant, why not safety? In a plant where the safety idea is pioneering--let your safety arti< dispel the feeling of suspicion and skepticism. These will be found the minds of nearly all employees. The deliberations and suggest! of the safety committee are not an abridgement of the rights of i foreman nor do they seek to impose any added burden upon the ot employees. Their^aim is to be helpful and. protective, and when : have won the employees' confidence your safety column in the magaz has become a real factor in your plant life. The editor is handicapped somewhat in dealing with individ cases of injury or unsafe practice because he is dealing with the w ing organization as a whole. ' He does not have the powers of the f man, or the personal contact of the safety committee-man, who secure a private interview. He must resort to diplomatic language put his views across. To give wide publicity to the misfortunes of others is not the 1 policy, and yet when you can get the consent of such persons, it gi your argument a strong appeal to the minds of his friends and y safety article a decided `'punch." Work is Greatest Thing In Most Folks' Lives The greatest thing in the lives of most men and women is their When you appeal to them in terms of their job you are meeting ti on their own ground. The employee will not always admit this, it is true. The railroad engineer who tells you there Is not a boll nut on his engine which belongs to him has been known to calmly i her down to death rather than abandon his engine and passengers the right-of-way. The employee who is proud of his job "gets th< because he values his job for what it is. It means a home, a | living for his family, education for his children, and a social stanc in the community in which he lives. Why shouldn't his shop joui appeal to him if it is written and published with, the aim and pur] of lifting his work to a higher plane of importance and increasing chances of a good jiay envelope by helping him protect himself and fellows from injury? Rhymes and catchy phrases are attractive, and when you can your safety mattery in such form it is sure to be effective. The on behind the jingle sinks into the mind even though the reader i not be aware of the fact. Plant Publications Section 81: When tike publication is issued monthly it should contain somethin} definite on safety each month. There might he some danger on th< subject going stale in a weekly publication, but twelve times a year 1 certainly not too much for such an important subject. It may be a good plan when there is a large organization to have : safety page or column with a special writer or editor. You can fin someone in your plant especially gifted along this line. The succes of this page will depend upon the writer. If you can find one wit! the happy faculty of understanding the human side of people it wil prove an immense success. You can find him in your plant. A1 organizations have such men, and yours is not different from the others In a personal canvass among the number of employees of the Balt more & Ohio Railroad, the readers of the divisional notes, or "Amon Ourselves" column scored 100 per cent. The safety news hit the ba hard, the editorial page scored consistently, the short story prove popular and the articles written by our officials almost crowded th "Among Ourselves" column out of first place. The members of you working organization! are interested in the viewpoints of your president and general managers. They want to know what such men think < the plant. Do they approve of the magazine? Are they interested 1 safety? Did they note the increased production in "No. 2 Plant"? the first vice-president interested in the fact that his hunch has tl cleanest room in the plant? Your power plant fails badly, curtailing production. The repa forces work at top speed and all departments help as best they ca Does your management say to these men, "We appreciate your efforts or are .they too much.' concerned about tbe probable loss of an ord< or a possible cut in dividends? We are interested in the policies our company and we like to know them. If we are wasting materii tell us about it. The factory is our factory because we get our livii there. If we can help sell the output it increases our chances of appea Ing regularly on the payroll. Publication Should Cover Many Matters We are all employees from the top down. Our jobs are neecssary the successful operation of the plant. If it were not so, when a. m: dies, or quits, or is fired, another would not be hired to take his pla< The plant must- operate economically and successfully to make the jobs necessary. The worker knows this and will affirm it when it brought to his attention. He likes to read about such, things in li plant magazine. HJs plant publication becomes a real magazine him when it tells him of the affairs of his factory, its needs, its pectations, its output, the doings of .the workmen, their social acti ities, in fact anything pertaining to the welfare of all the plant. The members of the National Safety Council may be interested tbe difficulties encountered by tbe safety committee in establish^ "Safety First" on the Baltimore & Ohio. Some ten or twelve years a 812 Fourteenth Safety Congress the first orders went out to all supervising officers to appoint a man represent their department at a meeting to be held at the divisit headquarters or superintendent's office. The first meeting held on tl Cumberland division was held in Cumberland, Maryland, with, a repi sentative from all the different arms of service. It was a new thii for trainmen, shopmen and trackmen to be invited to set in with tl division superintendent and other officials. This first meeting w; filled to overflowing with silence on the part of the rank and file. Tl attitude and feeling of the majority can best be summed up and d scribed by the answer one lay member gave another when aske "What do you think this meeting means"? He answered. "Scheme schemes," and yet this member became one of the best committeemt of the entire bunch. Opposition wa3 rife everywhere. The argumer "There always have been accidents and there always will be," wi Worked overtime. Men had operated machines for years and grown o at the job and never worn goggles. Machinery had been runnix without guards, and foremen knew how to run their shop without beir told by a safety man. The divisional safety committees held monthly meetings to presei and discuss suggestions offered by the members. Booster meetings wei planned and conducted at all large centers on the division; Tl speakers for these meetings came from the general offices in Ballinioi and met the employees at their home towns. The programs were mat more interesting by^an orchestra, solos, and readings by local talen and were enjoyed by hundreds of the men and their families. In th way much of the feeling of doubt and suspicion was removed from tl minds of the men to be reached, and the safety committee soon hecan a factor in shop and line management. It was in meetings of tl divisional committees that the magazine idea was brought to ligh< plans formed and discussed, and material gathered to build the fin issue. ... Magazine a Success From, the'Start The magazine became a winner from the start, and has never falle behind in the run -for popularity. Today it stands without a pec among the agencies employed to make our property a united railroad. If our president were to ask, "In what way to you think the Balt more & Ohio has received a return from the money it has invested i publishing the magazine?" the answer would be, without a doubt, "B promoting team work," To back that answer, it proved a strong ii fiuence in dispelling the feeling of "Schemes, schemes." It became constant aid in putting over the safety idea and established a feeling c community interest that formed the very foundation of the eooperativ spirit prevailing on the railroad at the present time. The articles an messages brushed away the veils of misunderstanding and taught us t know each other as no other medium could have done. Then the Veteran Employee's Association came along and largely b  . ijJHii.: 7.' "l.:Z' FjgcEa':g^' *7~vwMiM :....:~. Plant Publications Section S] reason of the articles and veteran news in the magazine quickly becan a strong organization. It would be very natural for you to ask, "D the magazine fail when the strike of 1922 came along?" It did n< Someone then had vision, and the magazine remained neutral. Whi the strike was settled it did not have to win back any lost prestig but could get right down to the business of ironing away the dii culties. Continuing to build upon the community interest firmly establish years before It had no small part in the marvelous "come back" of tl road after the settlement of the strike. That this is true can be prov by the success of the different campaigns put on by the magazine sui as "Save Fuel," "Stop That Leak," "Get Business," "No Accident," ai "Increase Car Miles." In this way the minds of the employees became prepared to recei the cooperative idea that is meeting with such success on our ra roads. The leaders of the management and the crafts may challen that statement, but it stands just the same, because the influence of o magazine has been teaching cooperation to the spirit of the men almc without their beings conscious of the fact, and when you reach mei souls you have reached to the real man himself. The income on tl investment cannot be reduced to a liquid asset, but who doubts that exists? Can you reduce the income on your safety investment? T statistical shark can tell you the per cent of reduction on your ac dents, but who can tell you of the countless thousands saved each ye by reason of their having been taught the habits of safety. The ms azine is just as safe behind that answer of "Team Work" as your e ployer is behind any safety rule of the safety council. The Master of Men tells us in the Good Book to "Love Thy Neight As Thyself." When men and women band themselves together in an ganization such as you represent, having as its mission'the welfare humanity, it would ^eem the Master's voice is being heard. To prot the lives of the nation's citizens in the home, in the factory, mill mine, on the streets^ and highways, is a stupendous task. To this lat you bring the members of your organizatioh and enlist them on t side of peace, happiness and prosperity. To the great task comes great army to assail carelessness, and may its efforts he crowned w: success to the end that some day the laurel of victory may crown i banner of the National Safety Council. Mr. Morky: I think that such a man who knows how to pray, quo Scripture, and presents a speech like that deserves a vote of thanks, move a vote of thanks. (Motion seconded and carried and upon mot. the vote of thanks was made rising.) DISCUSSION chairman Stkvknk: Are there any Questions you want to ask ! Stephens about the magazine and how the employees receive it? on x.' vwi hvtzntin, oujuvy 'uwnyrttss Mjl Cboss: You spoke of a canvass as respecting the feeling of people towards a printed publication and also the articles which - th read. 1 would like to ask if that was conducted by the editor or by yoi self or exactly how you went at that? We have tried several times find out what was interesting our readers. Mb. Stephen: When your chairman asked me to make this s dress I didn't know just what your organization might need along th line and I figured out what I thought you would need. The canvass th I made was purely private and made by myself for my own inform ati that I might come before this Plant Publication Section and tell the just what my men, the men I work with, thought of their publicatic I gathered some of it in the train, I gathered some of it in the street, gathered some of it in the shop and I gathered it also by working side side with the men who read the magazine. Mb. McGbaxh (Peoples Gas Light & Coke .Company, Chicago): I tainly apreciated Mr. Stephen's paper and I say "Amen** to the gentlem who did say it was a wonderful paper. I wondered whether we w! have something to do with plant publications were going along the sar road in the matter of getting across the Safety First column to employees. I wondered if stated columns, regular columns of articles bromides you might say--were doing the thing. We went at it in tt fashion: to write a story, a regular newspaper story or a magazine sto and colored it, sugar-coated it, if you will, so that the employees tai it very nicely. I have in mind something that happened at the Peoph Gas. In all our plants and stations we have a large blue and whi enamel sign that catches your attention right away on the outside the building, "SafetyTFSrst Station, People's Gas Light & Coke Company One night in the northwest section of the city a fellow who was stopp* by one of those gentlemanly bandits. He managed to get away fro him and he ran and headed for the first building where there was a ligl and he saw the sign "First Aid" and he jumped in there and the nu in the place were able to come to his assistance and save the man fro losing his money. That was an instance of real first aid. Every one of us likes to go to the movies. We see a good pictui first we see a long range view of it, then they give us a close-up, ai then immediately following-that they throw on a caption telling us wh it is all about. Reiteration. Now, if we can get this over to the peop by telling them in the newspaper-magazine story fashion I think th we will get the story over just as well and perhaps a little bit bette Mr. Stephens said something about the employees being anxious know about the officers and what their officers are doing. I haven't ai doubt but that they do, but I wouldn't put too much about the officers it; I wouldn't have them on the first, second or third page; I would pui them a little further back in the magazine, with all respect to the positions. ~ Miss Nelson (Federal Reserve Bank, Cleveland): Mr. Srephens. abo' a year ago we put across something and I have always wondered wheth Plant Publications Section Sl-5 it hit its mark or not. We had a questionaire and we used It in the Internal house organ. This idea was based on the thought that in every man was ambition whether he would admit it or not. Then we took the February issue, February being the birth month of about twenty-five great Americans. The first thing I did was to go to the library and look and see what Lincoln and Washington and the rest of them had said on success, and I found some line that each one of those men had said on success. Then I wrote to ten of the most prominent employers in Cleveland, men at the head of industrial concerns, and asked them to write me. a personal letter telling me just what they would expect of a person in their employ so that they would promote them. I had splendid answers giving some real information from every one of them as to things they expect. I ran this on page one and hat the engraver make the letter as it was with the signature and the head ing. Then 1 wrote to twenty-five men, the department manager giving me their names as men he thought would be interested, and asked then to write me a letter saying what they were doing in order to advanc* themselves. We published that under the title of the "Success Issue.' I have always wondered how that went across. They said they likec it, but 1 wonder if they really did. How do you think that would strik* your employees? Mb. Stei'ICexs: That is a rather difficult one, a rather difficult one let me assure you of that. If you could gather back the influence of al those letters, and the influence of the issue of your magazine, I. believ> that you would be surprised at the good that it did. If yo.u could intei view lots of men whom it touched especially, I believe that you woulc find the tendency on the part of lots of. them to rather affirm that i did them not very much good, rather than to come right out and explaii to you just how much they might have been benefited. The questio: certainly is to be answered more by the influence of the material yo gathered and published upon the subconscious minds of the men an women who read your articles. You go into a machine shop and you see a man there turning a piec of steel; you go into a carpenter shop and you see a man turning a piec of wood and you say, "My, what a marvelous mechanic; what practict skill; what practical knowledge." But, let me tell you that behind tha practical knowledge "is a brain that is just two or three jumps ahea of the practical knowledge. Get that now--just two or three jumps ahea of the practical knowledge. It is upon just the same principle that m mind is working two or three jumps ahead of my voice in enabling m to talk to you today. So, you see that that you have written in you magazine is not lost because somebody has been led along the way < thinking and made to use his brain along with his hands. "Who can sa but what that, is one of the best things for oar nation today when w can teach the young and old to start thinking along the lines of the work and along things that help to raise us to a higher place. Mb. Remey : The point I would like to have brought out a little moi mm !M 816 Fourteenth Safety Congress clearly to me is the way of serving up the safety Ideas in these pla. publications. I have heard some discussion of the column and the pa] and sugar-coating itT and all that sort of. thing and I have had son experience in sugar-coating and I have had some experience fn U columns and in the pages and some things along various lines. I fix invariably that when I go out and ask a fellow how that last safe) article was he will say, "l read so much on the bulletin boards, I passe that up." I would just like to know from this meeting and I -would lifc to get the experience in private, here or any other place, of those me that have really had the employee come up and say "That was a res safety article you wrote." I would like to know how it is done. Mic. Remky: We are part of this safety organization and it Is great organization and it is a part of our duty to put across safety i these men; but I would like to have somebody come up and tell m< oh, just one fellow, "Gee, that was a great article!" But, invariabl they say. "What the deuce do they put all that safety bunk in thex for; give us some more of what Molly Shultz"--as they call it up i our country--"and some of those did the night before at a dance.** For my personal information, Mr. Stephens, is it better to put safer in a designated place in the magazine or Is it better to, for Instance put it next to the women's column so the wives will read it and tei their husbands about it? I would just like to know where safety cat best be put in your opinion. Will you answer that please, if you can. Mr. STKriiK.vs: 1 will try. You know, I am not a safety edltoi Let me say that the gentleman's point is very well taken, mighty wel taken, especially in a plant where the men do not read much. I don' know whether you men ever come in contact with men who never reac How many come in contact with men who never read? (Audience ir dicates by raising their hands.) You know, the man who reads littl. picks out just the things that interest him and no more, and. certainl; if he was not unduly interested in the gentleman's column, he wouldn' read it. So, it might be a good idea to sandwich it around next to th> ladies' column because I haven't found one yet who didn't tell me tha they always take the magazine home because the women want to set the woman's page. The best" method I would say of putting the stuff across is to vary th program from time tcT time. I haven't had experience as an editor bn I am just giving you my idea out of my own personal belief. One iim you could have a column later on you could have it sandwiched in possibly around the women.'s column; then fix it up with your rhyme and jokes--that will nearly always catch the fellow, especially if h* doesn't read much; if he doesn't read much his mind is not developed along the lines that he would grasp a well-written article even If b would sit down and try to read it. You must remember that there an thousands and hundreds of thousands of our employees that have ere* had the educational advantages that you have; I haven't had the edne tional advantages that you have, and certainly not the educational ad- Plant Publications Section S17 vantages that Z am trying to give my boys and girls today. That is the reason why I say that an article written too deep will certainly not touch the worker. It would be difficult for me to state any specific way in which to put the safety slogan across so far as I can see. Variation. I would say, would be the nearest to getting it across; it would be nearer than anything else. S. W. Ashe (Editor, Current Neics. General Electric Company Pitts field, Massachusetts): I want to reply specifically to the last speaker on the question that was just asked and supplementing what was just said. There was a very interesting page in one of the magazines that came in sometime ago. The, Cotisumers Voiccr Magazine which described the award of the Instill Medal to one of their employees who had used the resuscitation method. That same type of material has appeared in other magazines. Usually when any event of that sort happens the editor, realizing the news value of the thing, works it up, and particularly where a man's life has been saved it can be worked up very strikingly. That is safety material of a type that has a definite value to it. While syndicated material that comes in is all right, if you only use a certain amount of it, it is the specific thing that happens in your own plant that you can tie your safety message up to; then illustrate it and place it with the pictures. I_.ha.ve an idea that the gentleman who asked that question is doing it JjJnaself; be simply wants a little confirmation of it. Mb. Augustus: I have found that the best way to get across safety in a magazine is not to pull a lot of editorial stuff about what safety is --everybody knows what safety first is--but if you will take a little incident that happens in your own plant yon can connect that up with safety and put it across. You can get your message a whole lot better that way than to sit down and write an editorial of a half page saying what safety is and that we all ought to believe in it and talk it. Connect it up with some little thing out in the plant, a joke or a news story or something else. A remarkable example of how that works is that during the past year in our safety record we made a ninety-five per cent im provement over last year. Mr. Giek: I want to thank Mr. Stephens, for giving us a very inter esting point of view. We heard something about the false pretenses of the plant publications; I think there is some pretense about billing Mr. Stephens as a machinist. (Laughter.) He is a pilosopher, and editor and psychologist. He understands the psychology of safety and that is half of the job which, all of us have to do with the handling of men. That is the difficult thing, to find out the state of mind of the average workman. Generally, what is the trouble? I don't think we give him enough responsibility in the various activities of the plant. We don't give him an opportunity to use the creative initiative which is in all of us and wants expression. I have worked with this work for the last eleven years and It seems to me part of the trouble Is in endeavoring to super impose those ideas on the workman instead of trying to find out what 818 vourieenin isajeiy vongress these good fellows are thinking. straight. They think and they think pre One feature that we find interesting in our plant Is very simple : yet which counts is the bulletins every day of the birthdays of e individual in the plant who has a birthday on that day. Also along u that the number of years the man has been with the company. Ev man who enters the plant sees whose birthday it is on that day s gives occasion for a little joking throughout the plant. Chairman Stevens: I am going to ask for the report of the m mating committee. The nominations are as follows: G. A. Doeller, of The Dayton Po' and Light Company, Dayton, Ohio, for chairman; Miss Ruth E. Cade the A. E. Staley Manufacturing Company, Decatur,. 111., as vice-chairm.1 and, A. G. Strickrott, of The Synchronizer, Adirondack Power & Li Corporation, Schenectady, N. Y. Motion carried that the officers chosen by the nominating coramil be elected.) Chajkmax Stevess : There is another feature that we want bring out this morning. We. had so many questions sent into us during the year and so many more than we could answer that we deci ""to have a question Tox this morning. This question box is to.be c ducted by Miss Ruth E. Cade. Miss Rutti E. Cade: "In Mead, Cooperation" for September, the l story tells how the beater room's long record for safety is broken 'William Rhinehart, who slipped and sprained his knee on a wet fb Mr. Rhinehart's name is played up in the head-line, the accident is spo. of in the story as "marked up to our discredit" and Mr. Rhinehart cori in for a rather severe panning generally. Is there any reaction on Rhinehart's part or on the part of his friends because of the direct cusation that he is the man responsible for breaking the recordi Mb. :Augustus We have never found a man yet who has objec to our using his name and playing him up. Chairman Stevens: Was this due to his carelessness? Mb. Augustus: That was due to carelessness on the part of r in his department in that they hadn't properly cleaned up the floor ; this man wasn't watching his step. Mb. Southworth; With us that is positively forbidden or anything that sort because we feel that a man has been humiliated enough alre if there has been an accident. It may have been carelessness'; but, is duly humiliated and he doesn't like to see his name in print. Mb. Augustus: There may be a difference in your plant from 01 We have a system in force in the plant whereby we give to 'each e in the department after that department has reached what we cal hundred year mark--we take the number of days and the time and number of men and divide that sum by 310 and that gives the sum of working years, safety years, we call it--each man in that departm receives a five dollar bill. The Beater Room has gotten this five do Plant Publications Section 819 bill once and they- were well on tbe way to getting it again so we play ft up and the men know they have lost that five dollars. So, while we may increase the enmity of that particular man we are getting a whole lot more from the other men in the department because we are pointing out to them where they failed in letting this man get hurt and the fact that they have lost five dollars. Miss Roth E. Cade : What is the advisability of running articles con cerning activities of the executives, bosses, superintendents and. so fortht Mb. Glenn : Our magazine is devoted entirely and exclusively to the employees. We play them up, and not the supervisory forces unless there is some message that the president or some of the higher-ups desire to get to the men and then we don't preach, we vamp it some other way, as a news story or something like that. Mb. Boswell: We make it a rule that if any of our superior officers have a message of any sort that they' wish to convey to the men that it will be over their names always and we do not use any editorials at all unless they are signed. I do think, as was brought out by Mr. Stephens, that the men in the shop like to hear from theii superiors; but, I do think that it should be over their names. Miss Ruth E. Cade: Does the president of the superintendent oven\ your plant or is- he an employee? Mb. Wilson: He is an employee. Mb. Zieglek: One of our officials was elected president o the Cleve land Retail Credit Men's Association; why shouldn't all of our employee! be told in the house organ that Mr. Gilbert bas been elevated to that position? > We are running a series of articles called "Modern Arabian Nightf Tales" and we have various characters such as a junk dealer and others and I thought they were very clever and some of the rest thought thej were very clever. I sent out a questionaire to some of our dealers anc among other things asked them if they were reading the "Modern Arabia* Nights" and I have fifty-five of them back and I haven't found a on< that read "Modem Arabian Nights" the thing We thought was so clever So, if a man is not interested and if he is hard boiled against it, whethei you sugar-coat it or color it, he isn't going to read it. You editors who have a man come up and say "It is a punk article I don't like it," have you ever realized that there are hundreds anc hundreds that read that stuff and say, "Gee, isn't that fine," for ever: one of the first kind? Just like that for every man that gets down oi the Public Square and damns the country there are hundreds of other: in the city who sit back, and yet when election comes along they vot< in the good old way: I can't see any reason why your officials shouldn't be given som< consideration. 'Our president got stalled under a bridge in a rain storn and we had a three-page article with Illustrations about it. Wbeneve a dealer or an official has made some funny mistake we play it up am azv Fourteenth, fsccfety^^^M/ress then the employee says, "Well, I guess ^^^^slpertectly on the squz I guess if he can t&zz him he can razz us.'* CitAiJtMAy Stevens: We take that attitude in a way. We fig that a good many of the heads of the company are in competition v each other just the same as the employees are. We have articles wri( by our officials tod, but the majority of the articles in our magas are written by the employees themselves. A Voice: Madam Chairman, the rule of our publication is fellows'. We feel that the office boy and the president should be equally < sidered as employees, being all in the family. . Ciiajuaiax Stevexs: I might add to my statement that I thin! is well to have the employees know who their boss is and that is only way you can do it with 70,000 or more employees. There are mi of them who have never seen the vice president or the president. H. B. Stalemate: Along that line I would like to say that president of our company is also governor of the state, Gover Trumbell, and we find when we have anything in the magazine ft the Governor's pen that it goes very well. Miss Ruth E. Cade: What experiences have other editors had n depart in ental representatives ? Mit. Wilkia's: i)ur reporters are elected by popular vote of employees; every section votes for their representative on the edito: staff. Once a month we have a meeting and dinner at which time discuss different problems and have the manager and other offici come down and talk to these men. We have very interesting meetir A Voice: Did you get men that would work satisfactorily or hi you had trouble? --: Mu. Wilkins: Jt has been remarkable. They pick out the m popular man in their section whether he can write or not and we h him along as long as lie will submit the news items. I was just go to show you the treatment of that; it is rather novel. In our "Report* Notes" we put their pictures in at the top of each section that tl furnish material for; A Voice: My experience has been that popularity doesn't make dustry necessary. These ..fellows who are popular will not necessar collect the matter in their departments. Mil Wilkins: I Tiave found it so. Our experience has been v< successful. Chairman Stevens: The next question, Miss Cade, please. Miss Cade: Gii'cn the condition of a large corporation or holding ct pang with several branches, should the branch companies publish th own employees' paper provided the personnel of each branch numbers least five hundred? S. W. Ashe: We have in our company about ten papers. Th< magazines contain articles looking toward the general spirit of the cc l>any as a whole and also general news pertaining to what the compa Plant Publications Section 821 Is doing all over the world. In addition to that in order to maintain the personality and individuality of the Ideas of the different plants they devote a very large percentage of the paper to maintaining the indi viduality of those plants. The result is that you not only get the plant spirit into the magazine but you also get little friendly rivalries that are going on all the tune. I think that has worked out very well in our company. It may be more expensive, but, it seems to me that if you have a paper, as good many companies do, where you sectionalize the paper and have considerable plant news from the different plants, youwould have an awful difficulty with that scheme to maintain very much of the individuality of the various plants. I may be wrong about that and I know of magazines that publish it together. It all comes right back to the personality of the editor who is handling the thing. Often times two different schemes work out quite -different and yet they are both suc cessful, and if you would reverse the process and try to make one fellow do what the other is doing you would kill it. CiiAiBsr.vy Stevexs : "We have with us today a man who claims he is not an editor but whom we believe is an editor. It all depends upon what your definition of an editor is. Mr. WInegardner. Mr. Wixegakdneh: I thought I would stop in here for a few minutes and I didn't think anyone knew me. In fact, I was going to keep quiet because I think we have started something that might cause a turmoil. At one time we ran a magazine for a number of years and after awhile we suspended the publication for a year. Finally we sent out a questionaire to find out whether they wanted us to continue the publication. We, of course, also asked how many read the magazine and so forth. We found out that the majority .didn't want the magazine but they wanted the news, they wanted information and they wanted come educa tional program. = So, we devised a scheme of bulletin service and we do all of our magazine work, you might say, by bulletin service. I am not an editor and that is probably one reason why we are installing this system. You would be surprised, however, at the results. - The bulletin boards are surrounded by people reading the news. We also put on there the birthdays and anything of any consequence; things we may cut out of the paper or anything. It takes fourteen bulletin boards to carry on this work. I hope that none of you here feel that I am trying to start any program that will set aside the publication of house organs; I think they are wonderful, but I believe that for our own problem that we have finally gotten something that is better than the house organ. - Mr. Wilkixs: What is the size of your organization? Mr. WlNEGARDXEJt: 587. Cii.MKsiAs- SiEVEN-sii How much time does it take? Mr. Wixegarbxek: It takes none of mine. We have one man thal prepares the information and gets it fixed up for us and then we have Plant Publications Section S`2-3 BROADCASTING AND BOUSE ORGANS S. W. Ashe, Editor, "Current New*," Director, Education and Welfar Department, General Electric Co-, Pittsfield, Mass. Last year while I was chairman of the Plant Publication Section of th National Safety Council the practice was instituted of sending out to ; selected group of editors, copies of radio talks that we gave from WGY with the hope that these talks might be used in house organs. The radio talks covered such inspirational subjects as "The Christma; Spirit," "Personality," "Power of Will," "Resuscitation," or the type o material which an editor would use at times in his paper. Many favorabL replies were received, and several of the talks were reprinted. The tall on "Personality" brought 520 requests for copies. Some . of the editor were interested in knowing from onr experiences just what method w used in compiling these talks, what the public toest responded to, and hoi the talks were best transmitted. An interesting experience in broadcas ing has been the realization that one could not only transmit the spoke message a radius of twenty-five hundred miles on a clear night from powerful station, such as WGY, but also the fact that one could transm his own enthusiasm as well, providing he had the faculty of arousin enthusiasm. BREVITY.--The first essential for a radio beginner is that of brevit; There is an old saying that "Brevity is the soul of wit." and this applie equally well to a radio talk. It is so easy for the listener to turn the di.` and hear something more entertaining or instructive than we may l presenting, that our message must be so compact that.it can be read i a normal speaking tone in about ten minutes. Under no circumstanci should the talk exceed twelve minutes. Every useless word should 1 thrown away. Remember each word consumes just so- much time transmission, and every useless word eliminated adds just so mu< strength to the talk. Last year, in preparing a talk on "Work Verst Play," we wanted to show that to convert work into play required int est, and to illustrate^the point which necessarily came at the beginnii of the talk, we compared our own work with that of an assistant, editing an employee's paper. It was the only concrete personal illusti tion we could think of at the time, but we did not like the idea of talk!: about ourselves, especially at the beginning of the talk, so several hou were spent one evening in condensing the idea, until we were able transmit the idea in thirty seconds, concluding that anyone would willing to listen to. ns talk about ourselves for thirty seconds. The opt ing paragraph of this talk, "Work Versus Play," may be interesting showing how quickly we slip over the personal reference. "All work and no play makes Jack a dull boy. A familiar saying, whi applies particularly to workers in industry today. We speed up t worker by means of piece rate system and bonuses, but we do comp atively little either to eliminate the fatigue brought about by .the pa of industry or to arouse sufficient personal interest in the work so tl Wi'i 824 --Fourteenth Safety Congress the work becomes a pleasure rather than a task. What is the differeE between work and play? As one of my duties, I edit an employee's pap Many evenings I spend hours at home preparing it. It relaxes me. enjoy it and take pride when the paper is published in seeing my ide developed. We Usually have someone helping with the paper, and It always a decided effort, for these people to round up their copy in tin What is work for them is recreation for me. To convert work into pi requires interest. To acquire this interest, we must help the worker visualize his job, etc." Relation of Talk to General Program Where possible a talk should be an integral part, or fit into a progra If the program is being rendered employees, and we are using a. band, chorus, an orchestra, or soloist, the talk should be definitely related to t rest of the program. Programs have been given of late, where, a travel talk of a particul country was being broadcast, and, where, from time to time, instrument or vocal music carrying the spirit of the country was used. Also tal have been given, about great musicians, followed with, the rendering some of the author's music. In broadcasting our Pittsfield Chrlstm program last December, we used a church choir, that had specialized Christmas songs of many nations. In our talk on the "Christmas Spiril we discussed the customs of many nations, and then at one part of o talk, we stopped, while the choir, without breaking the sequence, sa] without accompaniment, "O Little Town of Bethlehem." The whole pi gram, in other words, was harmonious, well blended, and coming at tl beginning of the Christmas season, received favorable comment. Selection of Material, If a talk is on gefferal subject such as an educationl message, it. desirable in sustaining interest to illustrate occasionally the talk wi' personal messages, and also with short poems. The following passagi have been used with success. From talk on "Personality"--discussing Dr. Steinmetz: "I knew Dr. Steinmetz quite well. He loved to tell the story of h early years In New York. He was quite poor. He and another young ms lived in an attic, cooked their own meals. All the waste food they put i an old stove. The mice used to visit the stove, so they started to fee them. The mice became tame, and then brought their friends, and the friends' friends, the delegation of mice becoming so large after a tim that the landlady made Steinmetz and his friend give up their room." From our talk, "The Christmas Spirit": "1 well remember when I was five years old, wondering, one Christnu eve, whether there was really a Santa Claus. I lay awake for some tirr. after the family had gone to bed. Then when everyone was asleep, I ere] down stairs in the dark with a stocking in my hand. I did not go ini the parlor, where the Christmas tree was. That would not have bee fair. So I went over to the fire place in the dining room, and hung u -I ?fe,g?a ..I#.;:-. . *4^ * gj^jWjjP?8i < ii] Plant Publications Section 82. my stocking. I was going to satisfy myself that there was a Santa Claus The next morning, on going into the dining room, what was my consterns tion in looking at my stocking, to see that in the dark, I had hung i upside down. That was my punishment for doubting Santa Claus. Fo: tunately for me, dear mother had hung up another stocking the right wa in the parlor near the Christmas tree, and Santa had filled this stocking I have never doubted Santa Claus since." The Type of Poem the Public Likes Keep Fishin' Hi Somers was the durnest cuss TFer catch in' fish--he sure was great! He never used to make a fuss About the kind of pole er bait, Er. weather, neither; he'd just say, "I got to ketch a mess today." An' toward the creek you'd see him slide, A whistlin' soft and walkin' wide. I says one day to Hi, says I "Howlo you always ketch 'em. Hi?" He gave his bait another switch in. An' chucklin', says, "I jest keep fishin'." Hi took to readin' law at night. And pretty soon, the first we knowed. He had a lawsuit, won his fight. An' was a lawyer! I'll be blowed! He knowed more law than Squire McNab! And though he had no "gift of gab" To brag, about, somehow he made A sober sort of talk that played . The mischief with the other side. One day, when some one asked if Hi'd Explain how he got in condishin. He laughed, and said, "I jest kept fishin'." Well, Hi is Gov'nor Somers, now; A big man round the state, you bet-- To me the same old Hi, somehow; The same old champeen fisher, yet. It wasn't so much the bait er pole. It wasn't so much the fishin hole. That won fer Hi his big success; 'Twas jest his fishin' on, I guess; A cheerful, stiddy, hopeful kind. Of keepin' at it--don't you mind? And that is why I can't help wishin' That more of us would jest keep fishin'. --Chicago News. 82-6 _Fourteenth Safety Congress ARRANGEMENT.--The same rules apply to a radio talk, in remand arrangement as to a house organ, a book, a. chapter, and' even a sente** namely, that the beginning' and the end are the most important par the beginning to awaken interest, and the end as a climax. We have consider the listener that we pick up as we speak. Many write sayi they have only heard part of it, and desire a copy. It is evident, the fore, that in addition to the beginning and the end, interesting mater must be scattered throughout the talk, to hold the listener, who drops on us after we have begun. In fact, we must sustain interest througho- It is like running a quarter of a mile, the distance is just short enough, that we have to run our hardest the entire distance. TRANSMISSION.--After a talk has been prepared, we find it well read it aloud many times. We listen to our own words and see if < speak slowly and distinctly, carefully ennunciating each word, so that can easily be understood. We try reading it to friends in the same w we expect to transmit it, and get their criticisms. If the talk consists say six typewritten double spaced pages, we find after reading it a nu ber of times, that we have almost memorized it. In reality the more t talk is committed to memory, the more it helps in transmission, shot any distracting circumstance occur at the' time. We talk at a fail even pitch, and if our voice has not the resonance of the usual' broa casting announcer, or a singer, we may have to speak slightly loudi We have a large auditorium at Pittsfield, which is not an easy place speak in, and we find it a good plan to have someone listen to us frc the back of the room. Words which the mouth and throat have difficul in expressing distinctly are eliminated and words more easily express are substituted. Words with too much hissing sound are avoided. It important to read the radio talk as though we were speaking to a visit audience, using the same warmth, feeling, and enthusiasm to carry t: talk. Remember, as before mentioned, that tooth our personality and o spoken words are being transmitted. It may seem strange, but from o experience we would^ say that the radio in the hands of a good contr operator can improve the voice of the .average poor speaker a hundr per cent. It seems possible to give a fullness and volume, which is mu< better than is used toy the average speaker. Where a speaker uses wide range of voice and drops his voice abruptly at the end of a sentenc or allows it to fade out, it is no doubt difficult for the control operat to follow. But where the speaker talks distinctly and slowly, using fairly even pitch with emphasis here and there, giving a little soul to h message, it is bound to be transmitted well, weather conditions p mitting. It is evident from the above remarks that the problem of compiling radio talk Is similar in some respects to preparing our monthly sin paper. In place of the illustrations, we have the spoken word and tl personality of the speaker, which is stronger. We hope that all editoi who have an opportunity to broadcast, will take advantage of it, select < Plant Publication* Section S2i inspirational subject, or a safety message. nrf tbes send copies to all members of the Plant Publication. Section, so they may profit by It. I will now read, by way of filustratfon,, my latest talk on the Prone Pressure Method of Resuscitation. Please bear in mind that this is a safety talk, and one which it is difficult to discuss so the a-rerage listener will be interested. Prone Pressure Method of Resuscitation The greatest feeling of personal achievement in this world undoubtedly comes to the mother as she clasps her new born babe in her arms. She is a Creator, second only to God. Next in achievement comes the rescuer, who later in life uses some method such as the prone pressure method of resuscitation, and save the life of this child. Those who have ever saved a life by the prone pressure method - are stronger believers than ever in its value, and where the rescuer happens to save a number of his Immediate family, his confidence in the method is unbreakable. Mrs. Stanley, wife of S. L. Stanley, a patrolman of the Texas Power and Light Company, was motoring with her husband along a road near Irving, Texas. Mr. Stanley stopped the car to measure the distance from a newly constructed highway to a six thousand volt live wire overhead. He took a supposedly linen tape, which he though was not a conductor, and threw it over one of the wires thirty feet overhead. The tape proved to be what is called a metallic tape. That is, every third thread had a very small wire woven with it. The discharge threw the patrolman to the ground, knocking him out completely, and burning both feet and his left arm very badly. He stopped breathing. This occurred on a lonely road about fifteen miles from Dallas, Texas. Mrs. Stanley, who had remained in the car, and who had been trained by her husband in the prone pressure method of resuscitation, went immediately to his assist ance. She turned Mr. Stanley over on his stomach, stretched his arms over his head, placed her hands over the small of his back, and started the application of the prone pressure method, bringing her husband to in about fifteen minutes. ^Although she had never driven a Ford car, she assisted him to the truck, where Mr. Stanley was able to instruct her .sufficiently so that they reached a town two miles distant, where Mr. Stanley was transferred to an ambulance. On being presented with an Insull medal for the successful use of the Prone Pressure Method,, she said, "By knowedge of this method, I have Steve to share- the honor with me." Several years ago. Miss Maclnnes, our head nurse, and I were working on a gas case, using jthe prone pressure method. Fifty minutes had elapsed, the injured man had started to breathe, his pulse had begun to pick up, but be gave no positive indications that he was out of danger. The nurse talked to the man, trying to rouse him, saying, "Tony! Are you all right? Gas!" Finally Tony slowly raised bis head in the ambu lance and said, "Gas! Smell bad! Damn stuff!" 828 Foiirteenth Safety Congress Twelve lives have been saved by the prone pressure method at Pittsfield Works since instructions were first started in the summe: 1913. Additional lives have been saved outside of the works by the s: method. How do we use the prone pressure method? Its success depends u its simplicity, on the quickness with which it may be applied, and on fact that a sixteen-year-old boy or girl can resuscitate a full grown per A friend of mine tells of an interesting case where a Boy Scout and father went swimming in a secluded spot. The boy noticed that father did not come up. He dived down and found his father clinginj a rock at the bottom. He released his father's hands, brought him to surface, and to the shore, and applied the prone pressure method, which he had been trained in his Scout work, saving his father's life. How to Use the Prone Pressure Method Unconsciousness may come from drowning, gas asphyxiation, or e trical shock. Irrespective of the cause, we use the same method resuscitation. Time- is precious and we work on the person just wfa we find him. In galTcases we remove him to the fresh air; in drown cases we pull him out of the water, and in electrical cases we pull 1 by the clothing away from the circuit. We first turn the unconscious person over on his stomach, stretch ai over head, resting forehead on one arm, then turn head to one s: straddle patient with knees opposite hips. Place the hands over the e: of the lower, or floating ribs, and then swing forward slowly and tl backward, using the knees as a fulcrum sixteen times a minute, the sa rate as we breathe. ""With each forward stroke, the floating ribs act lik pump handle, and force the air from the lungs, and with each backw. stroke nature, underran atmospheric pressure of 15 pounds to the squ inch, fills the lungs. We should not take the hands from the body wl we swing back, for When the patient starts to breathe, which may be occasional breath, or a rapid succession of breaths, we must very quie adapt ourselves to his rate of breathing, otherwise at the time that is breathing the air in, we may interfere by trying, to force it out. Plac lhe arms over the head increases the capacity of the lungs about thi per cent and turning the head to one side keeps the tongue from fall back and closing the throat. The second person who arrives on i scene should open, the mouth of the injured, remove any objects such false teeth, or chewing tobacco, that may be in the mouth, and draw i tongue forward. The clothing can then be loosened, and the feet rubb When the doctor arrives, a hypodermic injection to stimulate the he should be given. At Pittsfield, we use an injection of sterile oil a camphor and then later, if necessary, follow with a hypodermic strychnine. Under no circumstances should the body be removed ur resuscitation has been continued at least one and one-half hours, a cases are on record that have been resuscitated after three hours. A difficult feature to contend with in the general application of the pro pressure method occurs when the doctor arrives on the ease; he son Plant Publications Section S29 times stops the use of the method to test the injured's heart, and then pronounces the man dead- It requires considerable moral courage in such cases to start work again on the unconscious person. Many doctors, however, now believe firmly in the prone pressure method, and do everything they can to cooperate where a patient is being worked on by trained first aid men. Yet we do have isolated cases where this is not so, and where some physician unfamiliar with the method interferes with the worker and stops its use. The Director of Safety Education of the Public Service Corporation ol New Jersey cites the following interesting cases furnished by the Elec trical Committee of the National Safety Council: At the Westingliouse Electric and Manufacturing Company ol Pittsburgh, Pa., a man was apjiarently killed by an electric shock, and the physician who was called, pronounced him dead. The employees al the plant continued the prone pressure method and brought the mar back to life. This case was reported in writing by Doctor Lauffer, whc at the time was in general charge of medical matters at the Westing house plant. -- At Athol, Mass., employees of the New England Telephone & Telegrapl Company were on pole line work and one of them received a high voltag< shock from a power line on the same pole with the telephone wires. Thii man's own son was working in the gang, and was familiar with the prom pressure method, upon which all employees of the telephone compan; are properly trained. The work was begun, but a local doctor was calle< as a precaution and he pronounced the man dead. The son insisted, upoi continuing the work on his father and brought him back to life.. Thi; case was reported by Dr. Bullock, who gives first aid work to th> employees.' At the main plant of the Lynn Gas & Electric Company, Lynn, Mass a switchboard operator received a 2,300 volt shock and was apparent* killed. Mr. Dunn, who is now the outside superintendent of the Condi Electric Company, was at the plant and started artificial respiration h the prone pressure method. A doctor pronounced the man dead, but Mi Dunn continued the work with success. The man is still on the job a the switchboard of the company. At Salisbury Beach, Mass., a man who had been in the water about te minutes, was rescued by the coast guard, who proceeded to apply ream citation. A doctor said the man was dead, but the crew continued cn work for some thirty-five minutes, and saved his life. The case wa imported by B. G. Gallison, who was then a member of the Coast Guari Sixty-five electrical cases so far have been awarded Insull gold medal for the successful use of the prone pressure method. In the same mai ner, the American Gas Association awards the McCarter medal for resu citation of gas cases. The American Telephone & Telegraph Compan also awards the Vail medal for resuscitation cases as part of their hero service awards. The Liberty Mutual Insurance Company awards go] medals to employees of their insurers, who successfully use the pror 830 Fourteenth Safety Congress pressure method. We have received two of these medals at Pittsourg one for a gas case, and the other for a drowning case. It is interesting to note the great increase in the general use of tl prone pressure method, and we hope that those who are listening tonigl who are unfamiliar with the method, will make it a point to train thei selves by consulting their family physician, the American Red Cros some member of their local safety council, or some Boy Scout or Can Fire Girl. __ THURSDAY AFTERNOON SESSION The meeting convened at 2:15 o'clock. Miss Margaret T. Stevei presiding. Chaibmax Stevf.jts : I have an announcement to make at th time, announcing the winners of the poster contest. The winners a as follows: First prize: "What a Whale of a Difference a Few Seconds Make from the Baltimore amd, Ohio Magazine. Second prize: "Tide of Carelessness," from the Adirondack Pow and Light Corporation, Schenectady, N. Y.' Third prize: "Deadly Kite String," from the Consumers Power Coi pany. Fourth prize: "Are Goggles Worth While?" by the Western Electr Company. We have been: asked to explain about this contest. Last year, ju 'fter the meeting at Louisville, a letter was sent out to all of the edito whose names were on our list, informing them of the fact that th poster contest was to be held under the auspices of this Section. M stated that the judging would take place immediately upon receipt the posters and that the time limit would be June 15th. We received a number of responses, as you will notice by the numb' of magazines which are displayed in the lobby, and the judgments we: made. The results were sent in to the National Safety Council, but th< were not announced until yesterday. The same procedure will probably take place this year, and if we < not have your names" will -you kindly give them to the secretary befo: you leave this room so that we may send you the announcement of tl contest? We want you to get into this contest and we would like have a much larger^display of posters next year than we had durii the past year. Jusk before we came to the meeting we received number of magazines and posters, asking us to enter them in the co test, and we are very sorry that we were not able to do this, becau: the judgments had already been passed upon. F. B. O'Bleness : Are the magazines published subsequent to th meeting? I think wff ought to get within a range of a certain numb< of months. These were selections of only four months. Chairman Stevenst We can probably begin with the October issu We should have at least six months. Plant Publications Section 831 Mb. Ashe: Naturally during the year you get out a special safety issue, but some of the editors run a. safety issue throughout the year, which is a very fine thing to do, but I notice that one of the editors got in two safety issues. Naturally: they will get a higher rating because there are larger allowances made for the safety handling. G. W. James, Jit.: Tf I am in order, I would like to remind this Section that we have a very distinguished guest with us this afternoon, the man who made the first half tone in the United States. Chaiemas Sievens : We are much favored in having S. H. Morgan with us today, and Mr. Horgan has already promised to tell us some thing about our engraving and printing. REMARKS OF S. H. HORGAN Mr. Hobgan: When Miss Stevens. asked me yesterday to come over and tell you something about publications, I found that it was safety publications, and it appealed to me very much. I had the daylights knocked out of me by a taxicab in New York, and today I just escaped a street car; I wish, you would do something about that. (Laughter.) I have been 51 years at this game, and the trouble is, I know too much. Twenty-five years ago, I knew it all and at that time I could talk to you, but I have had 25 years more experience, and I find that there is much more to learn. I am studying all of the time and am always working on these tremendous problems, and if I could answer all of the questions that are asked about them, I would be drawing a salary something like the president of the United States. But it will always be a question .how to get .the best out of illustrations. The paper is changing all of the time, and the men are. changing, and there are always fresh problems arising. Mb. Ashe: - I think we illustrate our papers too much. In looking over the plant publications, if you will notice, you will see that there are many illustrations through them. I feel that we could get more effective results if we did not over-illustrate them. Don't you think the proportion is too great? Mb. Hoboak : I think that if the press room will fix them up, and don't crowd them toojnuch, and get. too many on one form, and learn from the pressman how the lay of the forms should be, then you will get better results. I really don't believe that yon can get too many illustrations. ~ I might cite an example in the Daily News, of New York City. They started out with just a few pictures, and when they found that that was what the public wanted, tbey went right into it, and now it is composed mostly of illustrations. Mb. Lovering : Are half-tones worth while on zinc? Mb. Hobgan: Engravings could be made successfully on zinc. They can do it better now than they could in my time, but the photo engravers Biwrasg- S32 Fourteenth Safety Congress don't like to make the change. The difference in the metal is not enoi to make a great difference, but the men are trained to copper and t] don't like to go over on the other. There is a different etching syst for copper, and they don't like to change. Of course newspaper men are trained in newspapers, and they co make half-tones on zinc very well; that is, the men who are trail for it, and I think 1 would ask for that, if I were the publisher. 1 can get them just as well as on copper half-tones. If you take the z half-tone and place it along side of a copper half-tone, it is hard to the difference. Of course there is one thing with regard to the zinc, if you were do it with the old method, the heating of zinc would soften it, but at present time it is just as good. Now, with regarcLJto the question of retouching photographs, I beli< that you don't retouch them enough. If you only had a good air-bri man to get some of the non-essentials out of your photographs and ] in some of the essentials, I think you will get much better results. Chaikmax Stevexs : You have all heard Mr. Horgan's very structive talk. We shall give Mr. Horgan a rising vote of than (They arose and applauded.) Ciiaijiatax Stevkin's : Mr. Bentley is going to speak to us toe on a subject in which we are all vitally interested: "Relations Betwe \ Management and Men." RELATIONS BETWEEN MANAGEMENT AND MEN L. G. Bentley, General Safety Agent, Chesapeake & Ohio Railroad Richmond, Va. Whether you know it or not, it is nevertheless true, were it not the desire on the part of the management to make more pleasant 1 personal relations between the men and management, there would no such thing as azplant publication. Therefore, I say, the first resp> sibility of a plant publication is to utilize the means it has, whetl pictorial or descriptive so that the management and men may be brouj to a common understanding of their difficulties, of their advantages, their pleasures, and of their sorrows, so that each may sympathize w that motive which guides his fellowman to do the things that he do As I pick up any plant publication that you may mention, or consid there is the personal items column, which is of interest to all all I see the home, and I see the'children's corner. Turning then to safe health and recreation, or some of the other departments, I find tl they all centralize around this thought of better relations between m and management. There are so few of these features which are broug out in the plant publications that I want to talk to you about tl evening, and refer briefly to some of the advantages, as I see it, that m be derived from giving due and careful consideration and attention these several features and issues which refer to the home. Plant Publications Section 833 It has come to my attention that an officer of a large industry found out that one of his employees had bought a lot and was going to build himself a home. The first opportunity that he had that he could take ad vantage of, he called on that young man and wanted to know what the condition of his finances were, whether he was having any trouble in' building his home, whether or not he needed help or advice. That employee, who was a young man in the service, could never meet that officer on the street or at the works without having a kindly feeling for him. That officer was personally interested in his future, as exemplified in the interest of his prospective home. And then I think so much of this sick and trouble visit, which I can best explain by quoting one of the many instances which come to my personal attention. ^ We used to have a Superintendent who was a stern man, but just. On one occasion, there was a brakeman on the railroad who had been injured., and he was sent to the hospital. I called upon that man, and as I entered his room, I met this superintendent coming from his room, and during the conversation with the injured man, i said to him, "I see that Mr. Knapp, was`in the hospital." He said, "Yes, he just left my room, and he took my wife and baby home in his automobile. He comes to see me every week. He hasn't missed a week since I have been here in the hospital." That is just an example which shows you the type of man he was. When that superintendent died, his bier was buried in flowers that came from the rank and file. - Yes, ladies and gentlemen, in railroad parlance, those men would go to hell for J. W. Knapp, because they loved him and he loved them, and I want to say that neither distrust nor disloyalty can long live in the heart of the man that loves his fellow man. There is the children's corner, the page where the bright little faces from the home' peep out to greet us with their smile. Some organiza tions have even gone so far as to- prepare engraved cards, sending them to the father and mother when those little children appear in this world, and on each anniversary, something in the way of a card or something else is sent into that home. Large organizations possibly can't do this, but the man in charge of this organization can. The general foreman can take cognizance of those most important items in the lives of their employees, and thereby^ create and sustain between the rank and file and himself, a personal relation that would be sweet indeed. And then you come to the personal mention column of your employees' magazine, and when I pick them up I probabiy see where a baby has been born in the home of Bill Smith. Now friends, imagine this: About 30 days after the birth of the child, the superintendent goes around and rings the bell at that humble home, and tlie wife comes to the door. She doesn't know who it is, but she asks him in, and perhaps the mechanic says, "Why, it is my boss," and he asks him to take a chair. The 834 Fourteenth Safety Congress superintendent goes there before the* baby has been put to bed. forget that, go before -bedtime. He says, "Where is little Bill? I want to see him. I believe h< make a good railroad man, or a good blacksmith, and I want to this boy." When that superintendent goes out into the shop, and when he i Bill Jones,- he gets the hand shake and the smile, and lie receives fellowship which -exists between them. What we need is this rel ship between the management and men. Then there are health and recreation, which so many manage industry have brought into their general plan of personal relatioi tween management and men. I have seen officers, when they we the job, who were gruff, and would be grumbling, and wouldn't fee smiling when they would meet their employees, yet when they g on the recreation grounds and meet the employees on a common gi each one in search of amusement and health, they -find that the thinking along the same lines, and they are both interested in things that help to make stronger, happier men. Then when you g the plant, the morning after when the manager meets the men, h have a smile for--the employee. The employees will have a smil a handclasp for him, because they realize that there is a kindred f and there is that fellowship there, and they are all working fc mutual good. _ Group Insurance. Many a man has died in the service and ha his family destitute because he didn't think ahead, and he didn't pi for their future, but through group insurance (which is somewhat eluded question) these employees are cared for. It is an honest s; and the premiums are small because there Is a big group, and tha is protected, he is more contented and Is happier, and better pr through this cooperative service if bad health should overtake hiu then does not worry so much about the future, but if he did not this to look forward too, he would then worry about the future home. = There is one thing about this group insurance, and that is t provides that when the employee leaves the service of the comp; which he is engaged, he does not have to sacrifice this Insurant which he has paid, but- he takes it with him without any further pi examination, and continues to receive the benefit from this~group ance plan. T am acquainted with this group insurance plan, and we org one of the railroad which I represent, and I know when these year men get together once a year, and swap experiences, they d sider this matter of personal relation between management and Here are the words from our president to R. G. Lee, president Brotherhood of Trainmen: "We find that it is a promoter of the ha personal relations, and these men come there in the spirit to appi our honest aims for their good. They return to their work as ou ambassadors with a happy understanding." Plant Publications Section 835 And there is: safety. I purposely saved safety for the last because I know my time will be getting short in a minute, and if I am going to sacrifice anything, I am going to sacrifice safety, because I know that it has been presented to you in all of its ramifications so that you will appreciate what safety actually means when it comes to personal relations between management and men. I cannot conceive of an industry nowadays that has an uncultivated or abandoned safety field. Industry is interested in safety and the man agement realizes and acknowledges and exemplifies its belief in the principle that it is better to spend money to make men than to spend men to make money. I want to talk of the foreman. That man is the man to whom we all look as the organization in his particular circle. How responsible he is for the safety of his men. I want to take that foreman and I want to put him in contact with the young man of his organization. I want that foreman to go down to the machine where that young man is supposed to be located, and I want him to introduce' him to his future associates, introduce him to his work and show him not only the unsafe, but the safe method of performing his work. I want him to show that young man the pitfalls of the occupation, and the way he should avoid them. I want him to do that again, and again, and again, as many times as may be necessary to impress the mind of that young man the dangers that may befall an employee. ^ Remember, safety is the state of mind of the worker and not the state of mind of the boss. It is up to the foreman, because never again in the history of his whole experience with that young man does it leave so good an opportunity to start him off on the right road of safety cooperation, and interest in the business, as during the first few days of his employment, because he is receptive and he wants to learn, and he wants to like his associates, for he has chosen this particular job for his future work. If the foreman fails to win his cooperation and confidence, he will have lost a golden opportunity that may never return, because the other influences may soon get to work. Then there is the schoolroom, not only so far as safety is concerned, but all of the other things I have been talking about, the superintendent, the trainmaster, the master mechanic, the general foreman, the gang boss, those who take time to go into the schoolroom and talk to the coming generations, of which I just spoke, those who will be the indus trial workers of tomorrow. If they do that, that child will go home and say to his father and mother around the table at night, "Your super intendent was around to the school today, and he told- us some inter esting things." Don't you know that out of the mouths of the babes of industry will come not only wisdomTTbut influence, which will make that workman feel more kindly and co-operative, and do better work for the boss in the future than he had evei- dene in tho noat 836 Fourteenth Safety Congress Let me tell you this: In their personal contact with men, the hi and bigger the officer, the least can he afford to injure the feelini his subordinates. I don't mean to say that he should put himself plane with his men, but he should always maintain that authority them that will make them respect him and he should require the be their ability, for the foreman who requires little will get little fror men. He should require all that they can perform. . I know that my time is getting short, but I want to tell you tha officers in industry, those who start out perhaps to do these thing pay . these sick and trouble visits, and investigate as , to their tro and home building--those who start out to do those things. Iron standpoint of policy, will grow to love to do them because of the feeling it puts right in here (his heart) and that is what you wa you are going to have correct personal relation between manage and men. 1 want to say to the man who thinks it all depends on him that certain extent that is a good feeling and we should all appreciate 01 sponsibility, and we should faithfully discharge those, but I want t you this: There are in this world just two classes of society. Just You and all of the others. It makes no difference how poor you be, all of the other people will continue to get along pretty well wi you. But you can't get along without the other people.. Then there is friendship. I heard it expressed the' other nig Cincinnati that success in this world depended on you going- oul making all the friends you can. It does, hut the way to make a! friends you can and reap the success of that friendship is to go ou1 the world and see how many people you can befriend. In that you can win their friendship and you will reap the benefit of that t ship. ' All of this I have said to you, friends, is just as true with r to men as it is to animals, and it is just as true to animals as it men. It is the cooperative spirit, the working of ail of us tog for the good of all, that all may prosper. Chairman Stevens: We are now going to hear from Mrs. Caral B. Associate Editor, Atlantic Seal, of the Atlantic Refining? Company, delphia. Pa. PUTTING SAFETY ACROSS WITH A PUNCH--SERI SAFETY TO THE FORKS AT HOME BY MEANS OF THE PRANT PAPER Caral B. Coxe, Associate Editor, "The Atlantic Seal," Atlantic R< Company, Philadelphia, Pa. Accident prevention has reached the third stage of its 'existence first it was a subject of ridicule and sareasm; then it became a s for argument and violent discussion; It is now an accepted power a integral part - of almost every successful industrial organization. Plant Publications Section 837 That it has become so is because of the desire on the part of the man agements to want safety for their employees for humane reasons and financial benefit; because of the extensive use of mechanical devices in stalled to protect, and, equally important, the utilization of these devices on the part of the employee. But it is not enough to merely provide safety devices. They are all right so far as mechanical protection is concerned, but they do not guard the workman against the unusual, the unexpected risk which he himself or other, worker may originate. Statistics have proven that approximately 75 per cent of all accidents are preventable, but that of this number only about 20 or 25 per cent can be prevented by mechanical safeguards; the balance are accidents .that can only be prevented and eliminated by safety education of the workmen. When the workmen in an industrial plant have absorbed and assimilated the idea of safety, then the safety goal in that plant has been reached. In most of the big, industrial concerns certain rules and regulations are set forth, and if these rules were always carefully followed accidents would be few. But human resolutions and purposes are frail things at the best, and. while the .average workman is normally careful, there often comes a time when a little lapse, inattention to the duty at hand, a sudden swerving of thought for a single second, and the accident hap pens. .Wilful recklessness is a rare occurrence among most of our work men, but it is necessary to plant the sign posts of safety all along the way to remind them of important things which they might otherwise forget, and to prevent them from wandering from the straight path of safe workmanship into the slippery detours of negligence and unsafe practices. And here is where the plant-publication gets In its best work, by dis cussing dangerous practices, pointing out the value and necessity of watching out- for the other man's well being, and instilling a spirit of emulation through the. noh-accident record of a fellow workman. Just how far the plant magazine aids in this work cannot be accurately stated--its influence is subtle and cannot be measured in dollars and cents. But, as editors of plant publications, I think we are all agreed that the plant or company paper is one of the best vehicles by which the safety message may be carried, and our job at the present time is to figure out means by which this can be accomplished most effectively. Many plant editors issue a special - Safety edition at regular intervals and feel that the benefit derived from it more than pays for the extra effort and work entailed in its compilation. ' - Keep Safety Messages Before Employees Continuously In our plant we have never issued a special safety number as we are rather inclined to believe that, safety presented regularly throughout the year Is more effective than a special edition. So we devote a part of each issue to safety material, keeping before the men continuouslv. in as 838 Fourteenth Safety Congress interesting- ancl arresting way as we know how, the theme o protec themselves and others. As an instance, a canvass of our plant one day revealed the fact we had in our employ nine men whose length of service aggregated years, and that during this almost century and a half of work non them had ever had a lost-time accident. Here was a wonderful record which we felt would prove not only teresting to our people, but also be the means of having others strive a similar record. "Photographs of these men, the oldest in service ing 50 years to his credit, and the-youngest having 48, together wr brief history of their work and record was used in our paper with g fying results. We received many highly complimentary letters on feature, but, of vitally more importance to us, comments from met over the plant who desired to be reckoned among the "safe men." Although you may not be able to definitely show just how much i results from your efforts, you will be able to see that the movemei being strengthened every day, and that men are taking more prid their non-accident record as the days go by. I have in mind_a young mail in one of our departments who had end of his finger torn off in an accident the other day. The depart! of which he is aL member was striving for a 100 per cent noi-lostrecord for that month, and up to the day of his injury its record perfect. Although his accident was mighty painful, and after the do< dressed it he was" advised to stay at home for a few days, this yi man was so anxious to keep that 100 per cent record perfect tha refused to leave seen for the balance of the day, and insisted on g on with his work. We have been running for several months a series of safety cart< illustrating a limerick for which a dollar prize is given for the best line handed in by an employee. In writing these limericks we have been careful to stress only ordinary, every-day hazard which the careless or thoughtless work meets in his daily occupation, and the cartoon which illustrates th cident is so cleverly drawn that the most stupid person cannot miss point. Humorous Cartoon Believed to Be the Best In making up the monthly safety cartoon it has been our experi that better results are obtained when a man's sense of humor is appt to than if he is confronted with the grewsome and horrible effects of accidents. In the former instance he chuckles over the discomfiture tr'ayed In the cartoon, shows it gleefully to his friends and congratu himself that he is not such a chump. In the latter case he gives swift glance at the horror so vividly brought to his attention and q.u turns the page. 32 True, it may be necessary occasionally to drive home more force the ghastly result of a few seconds of carelessness, but for steady Plant Publications Section S39 the humorous, understandable cartoon with a punch, conveys the lesson perfectly. The interest displayed in these cartoons has been even greater than we anticipated, and every month finds us with several hundred answers, com ing from all sections of the country where our magazine is distributed. The safety movement cannot be crammed down men's throats--noth ing can be accomplished by strict rules and punishments--you must make the men want to work safe, and only by constant and diplomatic teaching can this desire be created. Of course, each man realizes that it is the careless worker who always pays--in suffering, financial loss and home worry. He sees the workman beside him injured, through carelessness perhaps, and he knows that his neighbor took a chance, and lost. But the human family is optimistic. We realize that carelessness, negligence and indifference cause accidents, but we are so optimistic as to believe that, while it happened to the other fellow, it won't happen to us. There can be no let-up, thei*eore, in educating in securing respect for the rules of safety through the regular presentation of safety publicity. And then, too, we believe that much can be accomplished in this way through the influence of the home circle. Fewer plant editors would be looking for jobs today, if in their zeal to make good they had not forgotten the weighty influence of the home lolks.--Find out what they like, how they like it, and then give it to them. Put your safety message across so forcefully that they cannot help absorbing it, and they, from their end of the line, will see that their husbands and brothers and friends accept the message. Don't preach, even the home folks resent that air of paternalism -which so many editors assume--Don't nag, no one likes to be nagged at--Don't threaten,--results obtained by means of threats are always negligible at the best; but spend a little time studying the men in your plant, their home conditions and interests, and through that medium put across your safety message so thoroughly and so strongly that your men will want to work safe--they will point with, pride to their own safety record, or the record of their department, when the home folks read an account of it. Then, and then only, is the plant magazine doing the work which will make it one of the strongest factors in the organization. In order to be sure that our men take home these papers, and that the home influence toward the safety movement may be definite, we- try to make the magazine so interesting that the home folks look for its coming, and impatiently wait for it if it happens to be a day or so late. We have plenty of personal notes about the men in the plant, jokes and anecdotes, and poems with a pulling power, accounts of the vari ous oil processes and equipment, and lots and lots of cleverly drawn car toons. _ Some one asked us one day how we could he sure that the men really did take the magazine_home, and that the families really did read and enjoy it, and we answered that out of the 36,0000 copies distributed 840 Fourteenth Safety Congress among the men around the yards we have yet to. find a single copy lyi around or thrown in a trash can. This to our mind is proof conclus that the magazine finds its ways into the homes, and that the saf message each month is talked over at home, and that our own accid record is materially lowered because of the safety propaganda carried by "The Atlantic Seal," unobtrusive though it seems. Chairman Stevens: I am now going to turn the closing of t meeting over to G-. A. Doeller, of the Dayton Power and Light Compa our new chairman. I want to thank you all for your splendid attendance, and I hope t you will all be present next year. Chairman Doelt.er: I just want to make preliminary to our work for the coming year. a few announceme You have elected y officers and we will try and do the very best of our ability, but I h you all will take a jpart also. The officers cannot do the work for : In one way you can serve us in this section by building up our m bership. The way in which you can help us in building up the mem' ship is to enlist the interest and cooperation of the editors in your h< town, and I am sure in most cases there are other organizations in i town which have plant publications, whose editors should be affili: with this organization. We are all here tto serve and do the best we can in building up work of the organization and keep it up to its highest standards. I wish to appoint the following committees: Membcrs7iip Committee: Prank B. O'Blenness, Leon F. Cross, W Price, John P. Elb, R. H. Fergusom Program Committee-. Miss Ruth E. Cade, F. W. Boswell, A. A. B man. -- Publicity Committee- Miss Margaret T. Stevens, Mrs. Caral B. C J. K. Stafford. ^ Contest Committee-.. Service Committee-. Herbert Roth, S. W. Ashe. Spencer Hord. Ernest Augustus, E. T. Wilkins, C. C, gardner. The purpose of the Service Committee is to function along this ] We all have problems from time to time and special questions to and I feel that these gentlemen, through their experience and long sociation with the work, will be able to answer these technical quest which come up from time to time; If you have any questions, p] confer directly with them; or through the chairman, and we will see action is taken. ADJOURNMENT. Public Utilities Section September 29 and October 1, 1925 H. M. WEBBER, Chairman Superintendent, Department of Claims, Illinois Bell Telephone Compar Chicago, III. ~ GEORGE OPP,vVice-Chairman in Charge of Electrical Interests Safety Engineer, Detroit Edison Company, Detroit, Mich. B. B. McCULLOCH,'Vice-Chairman in Charge of Gas Interests Bureau of Safety, Chicago, III. J. C. HUBBARD, Vice-Chairman in Charge of Telegraph = and Telephone Interests General Supervisor of Lines, Western Union Telegraph Company, - New York City C. J. RUTLAND, Secretary Safety Engineer, Texas Power & Light Company, Dallas, Texas TUESDAY MORNING SESSION - 'T' HE PUBLIC Utilities Section held at the Hotel Winton, Clevelan I Ohio, convened at 10:00 o'clock, H. M. Webber, Chairman, presidin Chaibman WebbeST I want to express our gratification and thanks f this turnout and for your being at this Congress. The public utilities throughout the country are doing a lot of so-call public safety work. This may not be of the skyrocket kind, and they not advertise' their work, but nevertheless, they are doing a lot of tl type of work that really counts, in endeavoring to cut down the acciden to the public in various localities in which they operate. Yet, in spite of all the work of all the utilities and of the Counc municipalities and so forth, the number of deaths and accidents on t'. streets continue to pile up at an appalling rate, and the Chairman wish to take this opportunity cit impressing upon the members of the Pub] Utilities Section the need of their continuing efEorts in an endeavor assist in cutting down the public accidents. We have been successful in securing a total of some 42 new mei berships for the year. Our total membership to date is approximate 350, and there are many utilities in the country who are not yet member Surely, the present membership should have sufficient influence to 842 Fourteenth Safety Congress some of them to become members, and I want to suggest for the incoxn administration that they start immediately to canvass the situation to the availability of a man outstanding in the utility field who will cept the chairmanship of the Membership Committee, and through l endeavor to add at least 200 new members next year. J. B. Douglas presented the prepared paper of Colonel Oscar H. Fog. COOPERATION IN ACCIDENT PREVENTION WORK O. H. Fogg, Vice President, Consolidated Gas Company of New Y< The invitation to address your meeting is' one that I accepted "V considerable hesitation, and only after that course had been urged u me strenuously by one of my highly esteemed friends who is promil in your Council, a leader in the field of accident prevention, and on whom we in the manufactured gas industry are under a lasting debt liis constructive work in our behalf. When I pointed out to Mr. Scott that I knew little or nothing al safety work in its present degree of refinement and specialization replied that that was why he wanted me to talk about it, and I t assumed what he really wanted was something from the outside p of view. Certainly it is only from that direction that I can approach subject. The fact that Lhave been asked to address my remarks to the ject of "cooperation" may suggest that there is felt to be some lac that factor, so essential to success in organized safety work. Post the implication. If there is one, points to the gas industry, or post to public utilities generally--but in any case it will be well for t! of us wbo are in the utility services to consider our situation and i find such a feeling has any foundation in fact, to find the cause remove it. It would appear that the American Gas Association and its predect organizations, that is, those which were in operation prior to 1918 which were merged with it at that time, have long been actively i ested In accident prevention. Their proceedings disclose an early substantial appreciation of its importance, for it became a permam organized committee activity in 1913 and had been one of internal discussion for many years prior to that. The subsequent recor achievement in this field is one of which the gas industry can he p: But we may be proud and still not satisfied, and possibly that apj mates the state of mind of some who feel that more intimate int on the part of those in the executive branch of the utility business mark even greater progress than has been so far realized. How can that interest be stimulated and secured? Let us not look the fact that the years have witnessed a growing tendency to specialization--in accident prevention work as in so many other lin activity--and anything that becomes highly specialized naturalli comes less intimate and less easily comprehended. Has the acc Public Utilities Section 843 prevention man become so much. of a specialist as unconsciously to let an imaginary web of mystery be woven around his activities? Certainly he has not, so far as the general public is concerned, for generous pub licity has marked his progress. But what. of .the publicity at home, within the industry, among those to whom we look for encouragement and from whom we want more than moral support? Is every opportunity utilized to keep the executives of the company, as well as the rank and file, fully informed of what is being accomplished, in an interest-stimu lating way? It is submitted that this can not be effectively done through the medium of tables and statistics, by comparisons of the economies effected, or the percentage reductions, and so on. Important as they may be--and their importance is not denied--they hold little to grip the imagination of men whose minds must envisage a broad field of varied interests and responsibilities. A story so essentially human in character, so indissolubly a part of our human and industrial relations, needs more than figures to tell. But the figures themselves, if properly and effect ively employed, can be made to accentuate what the newspaper-man terms "news" and "human interest stuff-". Examples of this procedure can be found in the current numbers of the popular magazines and in the Sunday editions ofmost of the newspapers of the larger cities. During the war and since, the statisticians have found many ways to present dry figures, and the conclusions drawn from them, in interest, attracting and convincing narrative. Benefits Derived Through Accident Prevention Work In the fact that the accident prevention movement exerts a beneficial influence upon the conditions under which human beings earn their livelihood, there seems to me to be the strongest possible appeal to the interest of the executive mind. Certainly it is not meant to suggest that the financial and economic aspects of the subject are without inter est. Accident prevention work must be profitable in dollars, and it would seem to this observer that you have convincingly demonstrated that it is, but has it been shown with equal effectiveness that there are advantages beyond the financial; that its possibilities in the sense ofi human values are enormous, contributing as they do to the happiness and contentment of employees and their dependents? Let me offer a practical example that seems to bear out what I have just suggested: Several months ago I happened to be present at a gathering of execu tives of several large utility properties and in the course of that meet ing we listened to an address by one of our nationally known safety en gineers. It is not recalled that he presented any figures; statistics were notable for their absence, and no attempt was made to sell accident prevention as a bargain. Instead, he presented it entirely in its human light, and so effectively that one could not help but sense the atmosphere of interest that he aroused. Quite by accident I learned very recently that one of the direct results ; jppWg^3iW| ' 844 ^Fourteenth Safety Congress was that tbe president of a public utility in one of our larger ci< returned from that meeting and immediately ordered a survey of company's properties by accident prevention specialists of recogn: standing. He told me a few days ago that the results of that survey been so impressive and convincing that their entire accident provenactivity was in process of reorganization and was being elevated to position of one of the most important of that company's organized ac ties. Because of my unfamiliarity with the subject of accident prevent I felt it desirable to appeal for help to some of my friends who are ac in your field and prominent in your affairs. It is in the responses to request that I have found warrant for some of the suggestions advai here. There are several expressions that seem to "hit the mark* squarely that they are presented just as they came. One gentleman si "I think that it is not generally true that the gas man has fail< to appreciate and take full advantage of safety activities. Wbe this is the case it is not unlikely the fault of those who have be< (to use the current phrase) `selling these activities.* After all, it our job as accident prevention men to present what we have to off on its merits and in a convincing way. ' You can't advance yo- cause by presenting it in a `take it or leave it' spirit.'* From another comes this: ".......................in our case accident! prevention activities have con to be recognized as major activities in industrial relations. To pi mote interest and develop a spirit of cooperation, not only amoi executives and department heads, but with every unit and indivi ual within the organization, is the individual job of the man charge of accident prevention work. We don't complain of lack cooperation here; but we have it to a gratifying degree, and if v didn't have, 1 think it would be a pretty clear Indication that tl company had the wrong kind of accident prevention people on t] job." =' Must Sell Movement To Get Real Support In tbe light of this evidence it would seem reasonable to assume the extent to which executive cooperation will be gained depends lai on the fellow who goes after it. Perhaps it is in order briefly to consider intra-company coopera as well as* the cooperation of companies with their trade or profess! associations, and of the latter with other similar organizations ha related interests. The absence of a clear explanation of the purpose of a movemei sometimes reason enough for failure to realize the desired resp< Particularly is this true of the unfortunate questionnaire which < sionally proves disappointing to those who send it, and irritating to t who receive it. There may come to your desk a politely worded asking for "replies to questions one to thirty-six inclusive," but wit a word of what it is all about, and with no explanation of the useful Public Utilities Section 845 pose it is meant to serve. Injudicious use of. the questionnaire has some* times rendered it ineffective in cases where its purpose was altogether constructive and commendable. A well-known writer on business topics, whose pet aversion at the moment seems to be questionnaires and conferences, recently said of the former: "They should be resorted to only when justified by the- importance of the question under consideration. The wav in which the information is to be used, the practical and useful purpose it is expected to serve, should be made unmistakably clear. Non-essentials should be scrupulously avoided." I believe if those rules were conscientiously observed there would be a more encouraging response to justifiable questionnaires, and less occa sion to regard the indifference with which they are occasionally received as indicating absence of the cooperative spirit. Perhaps this may seem a trivial point to introduce in a discussion of this character, but it has been done with a recent instance in mind where the failure of a certain questionnaire to bring forth the desired information was interpreted as indicating an unwillingness to cooperate on the part of those to whom the inquiry was addressed. There can be no doubt that in tbis particular case tbe form of the inquiry was such, and its purpose so vaguely stated as to invite no other result. Should' Enlist Cooperation of Trade Associations ' It should be remembered that information is often available without having to approach the original source, and that frequently to do so, is merely a duplication of effort. Every important industry today has its trade association or professional society, and most of them are alert, pro gressive institutions, looking not only to improving methods and pro moting trade expansion, but often seeking, under the inspiration of the highest ideals,, to better tbe character of tbe service rendered by the industries they represent. Particularly is this true of the national asso ciations in the "public utility field. They are the representatives and the spokesmen of their respective industries. Not only have they at hand comprehensive data of the industries they represent--usually up to date and accurate in detail--but they also provide opportunities for cooperation of the most constructive character. It would seem logical to turn to these associations when questions arise in which there is a mutuality of interest. For example, should this National Safety Council take under consideration the particular hazards of, let us say, the gas or electric industry, I take it for granted that one of the first steps would he to invite the cooperation of the American Gas Association or the National Electric Light Association, as the case might be. That would seem to be the natural thing to do, and it would be tbe practical and most effective way to get results. It has been said that we are living in an age of standardization, and, indeed, it sometimes seems that in the pursuit of uniformity and in the ever-increasing promulgation of standard codes of practice for this or that activity, there is the possibility that there is being expended energy 846 Fourteenth Safety Congress that would produce better results if. directed to the tolerant of our problems and their solution, at the root, rather them hy heSh fences of rules and regulations to hold them within certain yrwer bounds. It would be decidedly to our advantage to promote of the fact that no one can be more anxious than iudwuy MtuMt. its methods and practices shall be as safe as human InewMfcy east a them. It is difficult to imagine that any particular Industry meM willing to bear the stigma of producing a commodity or service that has, either in the process of manufacture or in are avoidable element of danger for either the employees who product. 1 the public which uses It. Too often there is a disposition to --tfegaB in matters which naturally offer opportunities for const! oc&ve net ative achievement. Occasionally criticism has been directed at a tendency on the paa utilities to withhold information regarding the causes of at c Idents, doubtedly the past has furnished occasion for such criticism, hot doubtful if it is justified today in more than a very limited degree, it cannot invariably be interpreted as indicating unwillingness to < erate. Among the factors that may have influenced the suppresslo such information is the fact that in- the 'past, utilities have been z the targets of many an unwarranted attack--sometimes in cases w the occurrence had not even a remote connection with their busii but where the claimant regarded the corporation as affording a able prospect for the collection of `damages. If the information nished by the industry itself is used as a weapon of attack in the h; of skillful and unscrupulous manipulators--as has happened--that alone may influence the suppression of information regarding accidi unless that information is compiled and presented in such a way as to lend itself to improper uses. Thousands of Employees Instructed in Resuscitation Methods Are the utility services aiding in the promotion of accident prevei beyond the field of their own operations? 'he .contribution of the tional Electric Eight Association through its - Commission on Resus tion from Electrical Shock, and more recently that of "the American Association through Ita Commission on Resuscitation from. Aaph answer that question in the most' practical way. In four large ut companies more than ten thousand employees have been individ instructed in first aid and the application of . the Schafer Prone Pres Method, and outside the field of their own daily activities we find rendering aid In cases of apparent drowning and in all sorts of erne exes. Consider the number wh have received such training in all o utility services of the country and we will have some appreciatic the extent to which they are helping to spread the benefits of acc prevention. In the Insull, Addieks, McCarter, and Bodine Medals and other sii awards, we have Jangible evidence that the promotion of safety ha listed the individual interest and the personal as well as the official Public Utilities Section 847 port of some of our most prominent executives and leaders in the pub lic utility industry. I can say that that same interest has been many times indicated by the president of the company which I serve, and there are some here who are cognizant of the consistent support and en couragement which the Honorable Geo. B. Cortelyou has given to the work you are doing. There are few activities which are more alluring than yours, appeal ing, as it does, in the human sense as well as in the practical sense of improved efficiency and increased economy. Let it be displayed in all the attractive colors that it has, and in its proper setting, and manage ment will be bound to respond. On motion of B. B. McCulloch, a resolution was passed expressing regret over the absence of Colonel Fogg. Colonel Fogg's paper was / discussed by Frank L. Ball, Manager of the Fitchburg Gas & Electric/(Light Company, Fitchburg, Massachusetts; Martin I. Mix, Assistant General Superintendent of Distribution, Peoples Gas Light & Coke Company, Chicago, Illinois; and C. C. Atwood, Brooklyn Union Gas Company, Brooklyn, New York. DISCUSSION OF PAPER READ BY COD. O H; FOGG Martin t Mix, Peoples Gas, Light & Coke Co., Chicago, Hi. I believe that Mr. Scott included the entire statement of the success of safety work in one word when he assigned "Co-operation" as' the subject for a paper in connection with the Safety Program, and I cer tainly believe that the paper submitted by Col. Fogg has covered this subject very adequately. In the early part of his paper. Col. Fogg mentioned the fact that a per manently organized Accident Prevention Committee was started in the American Gas Institute in 1913. I believe this date is very important in connection with the discussion of a paper of this nature on "Co-Operation In Accident Prevention Work", since it marks the starting of an epoch of co-operation between the central organization of the gas industry and the individual member companies. In order to trace hack the conditions which brought about the forming of a permanent Accident Prevention Committee, the proceedings of the American Gas Institute for 1913 were referred to, and it was found that at the Eight - Annual Meeting, held in Richmond, Virginia, James B. Douglas of Philadelphia, gave a very interesting talk on' "Accidents, Their Causes and Prevention." In. the conclusion of his paper he made a very pertinent*suggestion that a Safety Committee be appointed by the Board and that such Committee be a permanent part of the organization of the Institute. We find that this suggestion was followed out, and that Mr. Douglas was appointed the first Chairman of the Committee on Accident Preven- 1 Q<) A SFgg^rWiai'Hfg 848 Fourteenth Safety Congress It is interesting to note that in his paper Mr. Douglas mentioni fact that his company had been doing safety work on its oven- accori a period prior to 1906, and that others members present, in, the di sion which followed, made very similar statements, showing that were all attempting to do safety work in their own way without an ordination of efforts. In this paper also were shown numerous photographs of dangerous ditions and hazards found in the gas industry, which were used a ject lessons' to promote safety by being posted around the "Wc These photographs are among the forerunners of the present day pc which the National Safety Council is featuring and sending in who] quantities to all parts of the industrial world. Since 1913 the Accident Prevention Committee of the original A can Gas Institute, and of its successor organization, the American Association, has been a very active and important committee, doi most valuable work In co-operating with the gas industry and National Safety Organizations. In bringing attention to hazards o industry, and pointing out methods of. removing the same, they been the means of saving a great deal of grief and pain to the wo of the gas industry and also the means of saving large amounts of n due to lost time of the workers and serious accidents to the propi of the member companies. Through the Accident Prevention Committees Bulletins on Sc Accidents the members companies of the American Gas Associatioi able to get information both as to cause and advice as to preventi a great many accidents which occur to other member companies, ai means of this information take the necessary steps to prevent si accidents on their own properties. A standard form for keeping a record of accidents has been r mended so that statistics gathered and reported by the various me companies will be uniform and comparable. Statistics having < with accidents toL ithe public in reference to the gas industry have worked out from time to time, which are valuable not only to th Industry to show how many of the accidents could have been prev but also to the public in showing that the use of gas is not as dang as sometimes thought and that a good many cases which are list gas accidents are really gas suicides. A great many accidents are of such a nature as to be peculi certain kind of public utilities, and by educating the public in the use of the commodities supplied by the utilities these accidents cj prevented. The careful selection of Personnel and then the educ of employees along safety lines are, very: important policies being foE by the Accident Prevention Committee of the American Gas AssocL I should like to refer you to an article -in the 1925 Report of Acc Prevention Committee of the American Gas Association on "Th< portance of Personnel in Accident Prevention Work." Your attenti Public Utilities Section 849 also called to an analysis of the various physical hazards encountered in gas properties, with specific precautions necessary to be taken to avert , accidents. Such articles as these, are most important with Accident Prevention Work. I quite agree with the gentlemen referred to by Col. Fogg in his paper, who "did not believe that it was generally true that the gas man had failed to appreciate and take full advantage of safety activities." I am sure that safety work and the organization responsible for it, in tht Insull organizations--(one of which I happen to be connected with)--is not presenting the safety proposition in a "take-it-or-leave-it" spirit. ] do not believe that any idea that is permanently successful is sold ir that manner, and we all know that the safety idea is successful, since il is paying dividends in a great many industries today. A great deal of the success in safety work, as is pointed out in Col Fogg's paper, is due to the proper organization with the authorized back ing of the management. Co-operation is necessary continually in safety work, and its success depends upon the interest and co-operation thal the management, the supervisory force, and the employees give to it The attendance at department safety meetings of both the managemem and the employees is most necessary. No matter how enthusiastic the employees may be toward safety worl and for the installation of safety measures, it goes for naught when thi management is only luke-warm towards their suggestions. Moreover the management is in a better position to see that safety work is car ried on effectively among the employees, but, conversely, the employees are not in a position to force it upon the luke-warm management Safety work means more to the employee- than It does to the management inasmuch as it may mean the difference between life and death, whili to the management Jt may mean merely a loss of revenue or possibL destruction of property. From the above facts, I do not see how either the management or th employees can afford to consider it in a "take-it-or-leave-it" spirit. There axe quite a few safety activities outside the industry which ar conducted or sponsored by the utility companies or associations. Tb National Safety Council has just completed a pamphlet on the "Safe Us of Gas in the Home", and inasmuch as it affects the public-attitude t the gas industry it was submitted to the American Gas Association fo approval before being distributed to the public." Co-operation bet wee: national organizations such as this is of prime importance in order tha information given out in this manner may not react with harm to th industry and also in order that these facts might be submitted both fror the viewpoint of the producer and the user. Both the Americas Gas Association Accident Prevention Commltte and the National Electric Light Association Accident Prevention Con mittee have sponsored talks on "Safety and Resuscitation from Asphyx ation. Electric Shock, and Drowning", both over the radio and to publi gatherings. . z. 8-50 j:Fourteenth Safety Congress SAFETY IN A PLANT ORGANIZATION OF A PUBLIC UTILITY COMPANY M. C- Allen, Division Plant Superintendent, Western Union Teleflrap Company, New York, N. Y. Accident Prevention is a vital subject in the plant departments of public utilities- This is true by reason of the fact that the charac of a very large portion of the work which it is called upon to perfc subjects its workmen to hazards in excess of the average employment .Experience has proven that a very large percentage of the accide which occur to workmen may be traced directly to failure on the pan the workmen themselves, or their associates, to follow the simplest r of precaution- Ignorance, lack of instruction, short cuts, cartltirai neglect of safeguards and mental lapses are some of the ccmtribBt factors. Education, with proper instruction, and a weeding out of ' habitual offender, are the only practical means of overcoming accMei Special emphasis must be placed on the fact that efficient methods doing work are always safe methods. That safety is so closely Itrl woven into efficiency that it must, of necessity, be injected into an ganization as part and parcel of it. First, the supervisory forces of ' organization consisting of supervisors, inspectors, general foremen a foremen must be' "sold" to Safety methods. They must be made realize the importance of the subject and that the practice and tea ing of safety is a part of their every-day work. Second, a Safety paign is successful only to the extent that it permeates the orgautixasc down to the individual workman on the job. The relation between the gang foreman and his men is the meet ! portant factor in such a campaign. The foreman must be able to tra mit his knowledge and enthusiasm to the workmen. Gang conferen are suggested with round table discussions of the work of the day s the proper methods for efficiency and safety, which with a freedom expression by the individual members of the gang are bound to deve team work. This is also the ideal arrangement for the illustration, c cussion and practice of first-aid methods. It is essential to bring every employee into a frame of mind where will look upon an accident as most unnecessary, entirely out of t ordinary as far as his daily work is concerned, and a reflection ui liis personal efficiency or that of his associates. Personal interest by concerned, from the executive of the department down to the man in 1 field is necessary in order to create interest, enthusiasm and co-operati A review and analysis of each accident by a divisional committee a the broadcasting to the field of certain features of such accidents, w the lessons that can be drawn- from them, has proven very effect! Recommendations from the field can be handled by this committee such a way as to encourage further suggestions and thereby create creased interest of the rank and file.. Public Utilities Section 851 Day to day operation of the plant organization requires the perform ance of many operations Involving physical hazards to the -workmen em ployed. The distribution and setting of poles; work on poles, crossarms and wires after the poles are erected, and often in close proximity to power circuits, trimming and removing trees, work on aerial cable, work on underground conduit and cable, on buildings, housetops and ele vated structures in city plant, cable boat equipment handling submarine cables, and other similar work must, from its very nature bring more than the average number of hazards. Some General Causes of Accidents A survey of individual accident reports and summary classification* of same indicate the following general causes: 1. Ignorance, where the employee lacks proper instruction and ex perience. -- 2. Faulty tools and equipment. 3. Defective structures not indicated by ordinary test or inspection. 4. Employee taking short cuts and deliberately violating the ordinary rules and regulations of safety. 5. Gross carelessness in neglecting proper safeguards against acci dents to himself and others. 6. Mental lapses--employee's mind not on his business. Efficient work is safe, work and experience shows conclusively that the most efficient method of performing any of the different classes of jobs shown in the foregoing always safeguards the workmen to the greatest extent and is the safest way of performing that work. The companies prepare detailed instructions and specifications cover ing the various procedures and require that each workman shall be thoroughly conversant^ with such methods. Efficiency and safety are closely allied that we must work to an organization that provides for instruction, inspection and direction with both safety and efficiency be ing handled by the same supervisory force. - Consequently, each fore man, inspector and supervisor handling gang operations must be "sold" to "Safety First" methods and must be able to transmit his knowledge and enthusiasm to the workman. This, of course, applies to the detailed day to day instruction and supervision and not to the specialist. It should, however, cover a' greater portion of the total work than it does today. It should also mean an improved supervision and direction of field work. I have given six general classifications of accidents from a workman's viewpoint. Four of these at least are met by education along the line of an improved workman and require instruction for the most part by the Foreman to the individual. This applies particularly to the com panies covering large areas where gangs are seldom at any District oi Division Headquarters. The Western Union, working as it does to a large extent along the vd r.' digit n HtHtWWg? 852 Fourteenth Safety Congress railroad rights of way, houses many of its line gangs in camp car fits. Here the men are provided for in a manner that excels the ordi hotel or boarding house. The outfits contain dining cars, sleeping with proper bathing facilities and lounging room for the men. foreman is closer to his men than is practicable by any other syf It also brings about the ideal conference or round table talk. Special supervisors visit these camp cars as experts on some sp subject, but the responsibility of the foreman and the importance ol individual workman is the most important feature of that arranger The foreman discusses with his men the work of the day, methods i used for efficiency and safety, and with the freedom given the indivi members of the gang, team work is developed. The maintenance foreman in his regular contact with the se< linemen keeps the subject of safety a live issue in the minds of t men. In the same way, the equipment supervisor is- expected to his work from the side of safety and see that only safe methods are ployed by his forces.. Release Men Who Are Habitually Careless There is no room in our organization for the man who insists on ing short cuts and by continued gross carelessness makes himself 1! to injury and a menace to his companions and the public. Such when failing to respond to instructions and corrective measures, an leased from the service. One of the hardest propositions to contend with is the workman because of the routine nature of his work, allows his mind to wa to other things. Back he goes to the events of a pleasant time ot ticipation of one to come and before he realises it, he has made s slip or neglected some important precaution. He is not vicious or grt careless, but ways and means must be found so that such men will ' their minds constantly on the business at hand. The safe and proper condition of the tools and equipment used by gang is a responsibility of the foreman. He should make periodica spections of this equipment for both its efficient and safe usage, foreman should also be made to realize his responsibility of seeing all practical tests and inspections are made of poles and other si tures before the workmen are allowed to venture upon them. The Western Union Company's 1924 accident summary shows greatest number of accidents in the distributing and setting of p Here again the problem is somewhat different from that of other pi utility companies by reason of the greater use of the railroad righ way. Poles are distributed from slowly moving trains and proper rr ods for such distribution give little chance for accident. It requir specially trained gang of experienced men and a foreman well traine that work. Because of the rugged country on one hand, and conge right of way on the other, many of the mechanical devices used for 'Public Utilities Section 853 tins poles on highways and private property cuts cannot be used along the railroad. Poles must often be carried up steep banks and mountain sides and the raising and setting under such circumstances bring many difficult, problems. Safety work in the organization of the plant department of the West ern Union Company follows very closely that of other public utility com panies.. In the general offices, there are committees and experts developing improved methods, tools and equipment for making work safer and bringing constantly before the workman the idea that he must take no chances and continually keep his wits about him. In the division offices, committees review eachu accident and broadcast features of such accidents to the field that will assist those. directly in charge of the workmen to carry on their work more effectively. Recommendations from the field are carefully considered and handled in such a way as to encourage further suggestions. Such suggestions must mean increased interest of the rank and file and that is an es sential. Conferences are held from time -to time for instruction, to bring out new ideas and create new interest and enthusiasm, but it is essential that the results must reach the man on-the job. Personal interest by all concerned, from the executive in charge of the department to the man in the field, brings team work and beneficial results. A. striking illustration of what may be done to eliminate accidents from automobiles has been shown by New Bedford, Mass. New Bedford is one of seventy cities in the United States having a population of more than one hundred thousand. It is an old city, congested in the business section, with many narrow and crooked streets and unusual conditions as far as layout is concerned which tend to make their task far more dif ficult than the averager - Points to Record at New Bedford, Mass. In 1923, New Bedford had one fatal automobile accident;' in 1924, and for the first five months in 1925, none. This is a record without parallel and the method used to bring about such results is worthy of examina tion. The Chief of Police makes the following statement: "We approached the traffic problem three or four years ago from two angles, realizing that there are many accidents which the motorist can not avoid. We set out to educate the pedestrians, notably the children, against the dangers of hitching and playing in the streets and walking carelessly. -- "An officer was detailed to all the public and parochial schools. He was armed with charts and posters and forcibly Impressed on the chilidren the dangers they faced if careless in crossing streets or playing on them. "That the campaign was fruitful is evidenced by the figures. Then we set out to curb the reckless driver. Our greatest problem with the youth 854 __ Fourteenth Safety Congress with a 90 horsepower car and no horsepower brains. For him we f< the most effective club was the direct route to Registrar Goodwin'i fice. We don't hale a reckless driver to court in most cases. Bui communicate with Mr. Goodwin and we have had excellent coopers from him. "On the recommendation of our department licenses are suspended periods ranging from 30 days up. And yonr humiliated and offer convenienced driver has to eat humble pie before he is allowed bad the roads. That is more effective than bringing him to court and .ft him. -Jr "As a result we record about 500 suspensions annually. Our off are taught to mix common sense with law enforcement. We have no for the man who endangers life, but we realize that while 10 mile: hour is reckless driving in certain congested districts, 40 miles , an ] is safe on clear roads in the open country." Here is one of the best illustrations of effective elimination of ; dents. There are no elaborate plans, no special or separate organizai merely simple and effective methods of instruction at vital points then penalties applied to all transgressors alike, immediately and v out favor or exception. Progress in Organized First Aid Training During the past year favorable progress has been made in the Wes Union Company in organized first aid training. First aid teams a organized' in various city forces and a large number of the line ga particularly in camp outfits have taken up this work. Competent structors and teams from city forces have visited the camp outfits i such cities, demonstrated first aid work and assisted the gangs in tablishing teams of their own. They have not reached the competi stage, but have in all cases demonstrated good practicable results. All line and equipment gangs have as a part of their equipment sh ard first aid boxes and additional boxes are placed in camp outfits, m ears, motor trucks, cable boats, central offices and wherever there is possibility of their being needed in an emergency. Section linemen others working alone have first aid pocket kits. With the extension of an educational campaign and all field forces to first aid methods, we find the first aid work taken np enthusiastic and with a more intelligent use of the first a|d kits when occasion ins their use necessary. Safety work and first aid are integral parts of plant operation, clency in these items Is perhaps more essential than in any other ] of our plant work. When intelligently presented it appeals to the ployee and has his support. The feature of the small conference, round table talks. In small, units where the workman has a voice, only helps to eliminate the accident but tends to create beneficial t< work and helps every phase of plant work. Public Utilities Section S55 DISCUSSION OF SUBJECT--SAFETY IN A PLANT ORGANIZATION OF A PUBLIC UTILITY COMPANY R. P. Bunyan, Division Plant Superintendent, The Ohio Bell Telephone Company, Cleveland, Ohio Mr. Allen has given us % complete picture of the organization and duties of the plant department of a public utility: It has occurred to me that the conditions under which the major por tion of the Western Union Company's outside plant work is done are very favorable to the attainment of all three of these objectives. Let us contrast for a moment their line gang conditions with others. Their gangs are large, ten to twenty men. They are housed as a unit and as a unit they are daily available, both during and after regular hours for any active or silent salesmanship on any angle of the safety program. By silent mean, I refer, of course, to any use which is made of literature ox- bulletins which may be distributed or posted for beeping this idea present in the minds of the men. In comparison other utility gangs are usually a unit, and a much smaller unit, only during actual working hours. Here under even the most ideal conditions they have as headquarters a motor vehicle of some description which offers little or no opportunity for round table discus sions, instruction, or first aid practice. Some posters can be, and are used on these trucks but to a necessary limited extent. Mr. Allen mentioned that the major part of their plant Is along private right-of-way of various companies as against the highway or private right-of-way used in general by other utilities and expressed the opinion that from a safety point of view there is little difference in the hazard of carrying oh of pole line work in either location. I am inclined, after a review of our accidents in which automobile traffic is involved, to argue that the utility company employees driving and working along the high ways have by far the greater hazards. It seems to us by comparison that a railroad right-of-way is a fairly safe and sensible place to work. Outside the realm of the construction gangs where I think the Western Union Co. seems to have a bit the better of us, I believe the serious prob lem of reaching the isolated installer or repairman, who almost invariably works alone, is about the same in all companies. Our problem however, is probably more difficult due to the very large number of stations located not alone in cities and larger towns but it scattered village areas and along country roads. Headquarters for the large group of men installing and repairing these stations is for the most of them located in the tool bag he carries and contact with his foreman is occasional and brief. For this class of men we must rely mainly on printed matter sent through the usual channels and supplemented by the training and example of the foreman. Surely what has been said about the necessity of thoroughly selling the whole supervisory force on the first aid and accident prevention program needs no further emphasis. It must be done here first and well done if we expect to sell It to the men. in the field. 856 Fourteenth Safety Congress I feel the need of methods to employ in keeping the safety ide stantly fresh in the minds of so many different groups of men w danger of any of the means getting to the point where effectiven lost through too constant use. Familiarity is said to breed contem; here we are trying in many different ways to make the subject of; so familiar to every man in the outfit that we will breed an organ! of careful individuals. I want to refer for a moment to the six general causes of acc as summarized by iVJr. Allen. The last on his list is "Mental Lapses--Employee's mind is not < business." If I were to print the list in the order of importance, I turn it upside down and make this item number one. I believe 1 very large number of our accidents are due to this "mental hazai we might term it. There may exist no real hazard when the man's x processes are focused on what he is doing. I have a particular c: mind now where the man suffered a badly injured back due to .1 from a tree while on a trimming job. He did not use any of the safeguards set up for this work and I think the reason for his u lapse was easy'to find. His wife was suing him for divorce and hi: child was at death's door in the hospital at the time of his acc Surply this man had enough on his mind at the time to cause at one mental lapse. There have been many similar instances that under my observation. Red Cross Instruction Has Been Found Helpful In connection with first aid training as an adjunct to the safet; gram as well as a help in minimizing the effects of accidents which mention is made of Western Union gangs vbo have had this tr; but who have not reached the competitive stage. I for one, am r enough or conservative enough, depending on your view point, to that this is a good place to stop. I have observed several enthut contests in various companies, bnt after weighing the cost and cos ing the probable good and possible harm. I have been entirety sal thus far, with the method in use in my own organisation. We tea< standard Red Cross course to classes composed of eight men it ular classroom style, covering the ground in approximately twelve spread over a period of about six weeks. We have had numerous brought to our attention where the knowledge so gained has bei tained and properly used when occasion demands. I believe tha careful individual instruction by a competent man, who by the wa an opportunity of covering with the men many things in additl the actual first aid instructions, will prove more beneficial in the Ion to the' greater number of employees, than is usually the case und< competitive system where some employees are very highly trainee many receive little or no training. There are-other' ways, some of which are' being used to keep th< ject alive in the minds of the men. Among them 'might be menl the following: = Public.. Utilities Section 857 Analysis of accidents which have occurred by a small committee from the management, from the employees' association, and including on the committee a man- doing the same class of work as the injured employee. The distribution to each employee of a small, first - aid handbook to be followed by a short questionnaire which is to be filled out and returned. The questions so designed that they require at least a reading of the first aid handbook to enable ah employee to answer the questions intelligently. The use of occasional slips inserted in the employee's payroll envelopes commenting on some particular accident or some very good record made * by a given department in the matter of first aid work or accident pre vention work. The use of certain well designed posters bearing on the subject, posted wherever groups of employees may receive some benefit from this means. Discussion on safety and accident prevention work at employees' asso ciation meetings at which results obtained by the department, district, division and company discussed and ways and means suggested for im proving our situation. SAFETY IN A PLANT ORGANIZATION - F. E. Horton, Division Supervisor of Lines, Western Union Telegraph Company, Denver, Colo. Accident prevention is vital to industry, and has its place in prac tically every business. Those hazards or causes which are most ` common are most easily prevented. On machinery, guards may be constructed or the type of the machine changed, but where caused through human agency, the correction is more difficult. If the accident is caused by the Ignorance of an employee, he shouid be educated. If an employee neglects safeguards or violates safety rules, an effort should, he made to correct his attitude; hut if the em ployee is habitually careless and disregards Instructions for safety, he should be dismissed. ^ The education of field forces of the plant department extends over a number of years. Unskilled labor comes to us as groundmeu or in stallers' helpers, and as they advance are taught our work, handling material, framing and setting poles, climbing poles, handling wire and cable, and as they advance must be taught the different steps of the work, and should be taught the safe methods-:- The foreman and his assistant, who come in direct contact with the men at all times, are the men to whom we must look for the education of new employees. It Is with the instruction of the foreman we may expect the greatest advancement in accident prevention -work. Accident prevention is as much a part of the work of the supervisor as the business of planning the structure and building of lines. The interest of the supervisor is reflected in the cooperation of his subordi nates. It is the problem of the officers ` and supervisors of the com pany to develop the enthusiasm and cooperation of the field employees. S5S fourteenth Safety Uongress and while we may not attain the total elimination of accidents, pr education and keeping: everlastingly at it will accomplish much. Important to Study Causes of Accidents The business man studies his balance sheets and where a los shown determines the cause and corrects the condition. If a wasi indicated, he immediately goes to the bottom and cuts out the w The employer must determine the cause of accidents among his ployees and take such action as may be necessary to eliminate the a In the prevention of accidents, a study must be made of cause all hazards, and insofar as possible the remedy applied. Because t are more hazards in one line of work than in another, is not just tion for accidents, but it. indicates that greater effort is require remove or remedy the cause. The work of construction and maintenance of the telegraph pany's plant by reason of its location on the rights of way of rail companies, offers a hazard to its employees because of the -operatic trains. However, the danger is apparent and because of the fact it is apparent, there are relatively few accidents among the teleg company's employees from this cause; that is, such as being hi trains, or in connection with their work, such as falling from tr. or by wrecks, etc. About 3 per cent of the total number' of accid 10 the telegraph company's employees are due to this cause. In class of accidents the railroad companies' officers and employees ! by their active safety campaigns done much to educate others regard to the many dangers which surround those whose work reqx them to enter upon the railroad company's right of way. The track motor car is another cause of accidents among our ployees- These cars are used to transport men and material in struction and maintenance of telegraph plant on the railroad compa: rights of way. Approximately 12 per cent of the total number of dents have been classified as "caused by motor cars," such as leaving track, falls from motor cars, collision*, other than with tra caught by moving" parts, removing or placing ear on tracks, etc. operation of track motor cars of necessity introduces additional haz in the plant work. In this again the railroad company has helpe< reduce the number of accidents. The telegraph company's employees operate motor cars on rail: companies' rights of way under the same role* as apply to emplo of the railroad companies. Our motor car employees are require* pass mental and physical examinations condoctcd by the railroad < panies* physicians, and must pass narmiwttiow which are also docted hy the proper operating official of the railroad company, railroad operating rules. A violation of railroad operating rules may apply to onr employees, and which by violation might resul ittjnry to employees or damage of property, is cause of dismissal 1 the Western Union service. Public Utilities Section 859 Calls Habitually Careless? Person a Liability Accidents due to carelessness are more difficult to overcome. The habitually careless individual is a liability and should be relieved from service, because no amount of coaching or cautioning will change the habit. The nature of our work: requires that we must use a certain number of inexperienced or common laborers, and these laborers in time become our skilled men. Our maintenance forces are generally those gang men who have shown special ability in certain lines of work. Many of them are ex-foremen. The. causes of accidents among maintenance forces are in many ways similar to those of the line or construction forces, but in addition maintenance men must-meet conditions which contribute to accidents peculiar to city work. These employees are exposed to the same risks in the maintenance work along the railroad rights of way and there is the greater .risk because of the fact that they are working alone operating small motor cars, and handling as they may the maintenance and repairs of telegraph plant. In city work they are exposed to the hazards which are common to other wire-using utilities, and that there are not more accidents among the maintenance forces is probably due to the fact that these forces are made up of older and more experienced men. The equipment forces are in part secured from the line forces, but generally are recruited and educated as a separate branch, as their work is in connection with the installation and renovation of larger offices. Their greatest risk is in the handling of tools. Analyses and comparative summaries which have been prepared indi cate that throughout the Western Union plant the rate of accidents among all forces is 6.36 per 100 employees. The highest rate is among the construction forces where there are 8.13 accidents for each 100 em ployees. The maintenance forces are second high with 7.12 per 100 employees, and for equipment forces the rate is 2.37 per 100 employees. It has been shown that a large number of accidents in the construc tion forces are due to ignorance of the proper method of doing our work. Among maintenance forces many accidents are caused through disre gard of common prudence^ and among equipment forces proper precau tion has not been taken In handling tools and the heavier equipment. Believes 75 Per Cent of Accidents Are Preventable Approximately 75 per cent of all accidents among plant forces are preventable. ~- Accidents due to ignorance of method of doing the work are to be overcome by proper education. It is necessary that the new employee shall be fully instructed in his work that this instruction must be thorough and cover the safe method of the work. The education of the employee in the different steps of the work de volves on the foreman of the gang, and his assistant. The foreman and his assistant must guard_the man of the organization insofar as it is 860 Fourteenth Safety Congress possible to do so, from the common causes, and must also be on lookout for those hazards which may be Introduced by reason of working conditions in different sections. Assistant foremen are promoted from the ranks as their work .cates their capabilities. They are the men of the gangs who have i the greatest advancement in their line of work, who take the lead i the work is assigned, who are able to instruct the men with whom work, and who are able to work harmoniously with other member their organization. . The foremen are those assistant foremen who have been promote the positions in our organization, as the opportunity offers, and as 1 capacity for handling work and men has indicated that they are f for advancement. The education of the foreman devolves upon immediate supervisor, the general foreman or construction superv to whose organization he is assigned. In turn, the general foreman and construction supervisors are t men who by their care in handling work and directing men have sh their capacity for greater responsibility. The supervisors lare responsible for the personnel of their orgaj tion. The relation^ between the supervisors, the foremen of the maintenance, and equipment gangs and their men, is the impor factor in the safety campaign. The problem is to secure the cooj tion of the field forces. The prevention of accidents within the field organization is as n a part of the job as the directing of the work and. it has been dei strated that. the best foremen have the fewest accidents. It must be borne in mind that the work of building and maintai: lines, by the very nature of the work, carries with it certain hazt but there is a safe method of doing all work, and workmen mus taught that method. The lineman learns to climb, poles with as 1 effort as he would walk up stairs. He must also learn to place hin in proper position to handle wires and fixtures on poles. This is of the common hazards. There are relatively few accidents du< falls from poles. -= The groundmanls taught to raise poles, and considering the v continually in progress, there is a very small percentage of accidents to this part of the work. It is because the possibility of accident been recognized, and special effort is made to avoid accidents. Safety Program Should Be Followed Faithfully Foremen are selected from the ranks because they have made able progress in their work, because they have been able as assis foremen to instruct their men in the work, because they have been ; to maintain harmony within their organization. They must be in c mon fellowship with the men and at the same time exert an inflrn necessary for good discipline. They are the men who have been trai Public Utilities Section S61 to plan the work under their direction, to work understanding!jr with tjio railroad and other forces with whom they come in contact, and in fact are managers of the work under their direct supervision. Foremen must be able to determine whether or not the men in their employ are capable of doing the work which may be assigned, in proper and safe manner, and if not, to instruct fully as to the work and the method of performance.. - Improved methods of construction and maintenance In operation; im proved design of material, and proper tools are the subjects of discus sion and investigation. Our engineers are continually looking for bet terment of plant construction methods, while improved training disci pline of forces, etc., are occnping the attention of supervisors. Strict attention must Be given to safety organization and to education in the field. The foundation of the safety movement is its organiza tion and a definite program must be determined and afterwards fol lowed faithfully toy supervisors and men. The most experienced in the safety movement will always be meeting problems, and in many cases these will be brought to attention through minor accidents, and it is necessary that the whole organization shall profit by their experiences, and that the information must be broadcast, to the field. -- For a number of years, the development of the safety organization in Western Union forces, has been given a permanent place in the field. Kach unit or gang has been formed into a safety group who have ap pointed a committee of three, of which the foreman is chairman, and two others are elected from members of the gang. Meetings are held once a month, and accident prevention is discussed. Whenever pos sible, the supervisors attend these meetings. Safety suggestions are presented, and when these are considered of sufficient importance, are reported to the- central safety committee of the division. Uniform Organization Formed in Each >Division Since the congress of a year ago the telegraph company has estab-. lished a uniform organization in. each division for the purpose of fur thering prevention of accidents. In each division there has been ap pointed a central committee composed of four employees, representing line, maintenance, equipment and clerical forces. Only employees who * have certain qualifications are. eligible to place on the central commit tee. These representatives must have had certain period of service in the 'field, directing the men and supervising the work. The commit tee meet periodically and review and classify for coding all accidents within the division. . They endeavor to place the responsibility for the accidents, taking into consideration the nature of the work, the experi ence of the men, and such other information as can be secured from the employee who prepares the report. .. The committee review and discuss suggestions received from the field. 862 Fourteenth Safety Congress prepare general letters to the field, based on such suggestions as be found practicable. The committee by its active cooperation in reviewing and discu the circumstances and conditions which may be productive of accic by stimulating and maintaining interest in cooperation with fort maintenance and other supervisory forces, and by the preparatic bulletins, keeping the field forces advised of the' standing of the va gangs, gives that personal contact which is so necessary to mai active interest in. accident prevention. Urges Development of Competitive Spirit Among Men It appears desirable in the safety campaign, as well as in other of work, to develop a competitive spirit among the employees. Ir division, each group has been assigned a number; a record charl been placed with each group, which shows at a glance the standii the several groups as regards number of accidents. The chart con spaces representing each month in the year, and as soon as possible the close of each month, a sticker or poster is sent to each g Those gangs which have gone through the month without' an acc are indicated by a. gold star. It is proposed to present, at the ei the year, to each gang that has gone through the year without acci a banner which may be displayed on the outside of their outfit, in the gang is housed in a camp car outfit, indicating that the group by directed care, gone through the year without an accident. The has served to create a new Interest among the men in the field. The causes of accidents among the employees of the plant depart of the telegraph, company, while similar, differ in many respects those of other wire-using utilities, because of the different condi under which our plant is constructed and maintained. Generally cidents in this department are among our own employees, whereas utilities must not only safeguard their own employees, hut must g great deal of study to the matter of protection to the public. There are relatively few accidents to the pnblic caused by the of the plant employees of the telegraph company. The most con causes are due to falling objects from roofs and poles, collisions trucks and motor cars, unprotected trenches, and coming in contact slack wires. -- Accidents to non-employees are preventable and again it is oi matter of taking the necessary precaution to avoid these accidents Statistics will not prevent accidents, but by presenting the fij and facts regarding accidents we will find listeners and hold attei Before we can teach we must become students. We must lean direct causes and study means for prevention and learn from the ei ence of others. -- That the organization for the prevention of accidents has progr is because for the employer it is good business and for the emp it is self-preservation. Public Utilities Section 863 Safety Campaign Must Be Carried on Perpetually The interest of the employer has been met by the Intelligent coopera tion of the employee, working for a common objective. In building up an organization such as ours, the welfare and the com fort of the employees have been given a first consideration, which has resulted in satisfied employees, who are educated to perform their work in a safe manner, and when the individual has learned his part in the work he is ready for advancement and additional responsibility. A safety movement within the plan organization must have for its objective the prevention of accidents outside of, as well as within, the organization. A safety^ campaign is not a matter of months or of lim ited time, but must be carried on continually' and always. And the suc cess of the campaign will be measured by the interest maintained by the individuals. Accident prevention will succeed only when those who might be the victims of accident are so interested in the work as to have the thought ever in mind that "eternal vigilance is the price of safety." - We may never be able to reach a point where we shall have no acci dents, but much-has been accomplished in the past few years in the plant department, of tie telegraph company in the reduction of acci dents, and more will be attained by continued education and cooperation. = HAZARDS IN HYDRO-ELECTRIC STATIONS C. A. Sears, Manager, Mississippi River Power Company, Keokuk, Iowa Less than one-third of all accidents are caused by faulty equipment, while the remaining two-thirds axe caused by the failure of the human element. Small isolated plants which need a safety organization most, very often do the least along safety lines. Such companies are, however, being absorbed into larger systems with safer plants resulting. A rigid clearance system is of first importance in the prevention of accidents in hydro-electric plants. Along with ` it there should be pro vided some. safe method of giving orders by telephone. Wheel pit dan gers are minimized by placing stop logs ahead of the' head gates when men are at work in the wheel case. Poor housekeeping is a conspicuous hazard in power station work. Good housekeeping, on the other hand, spells safety. Lack of proper instructions is another conspicuous hazard and Is largely responsible for the high percentage of accidents resulting from the failure of the human element. = Education is the important thing in safety. Personal supervision and inspection, training in first aid and resuscitation, newspaper articles, safety posters and slogans, rule books and executive letters all have theii place and all contribute to the training of the mind of the individual to instinctively act safely--which is the object of ^safety education. out X' t/(tr rv ajhjvj wivoo The expense of safety work that will accomplish results is a obligation of our companies, and is as legitimate a part of the cost of a manufactured article as the cost of the materials whi< used. Hazards in hydro-electric stations originate from two general Ci First, the material side,--failure to provide proper mechanical guards for workmen engaged in hazardous work, faulty design building, or its equipment. Second, the human side,--a failure c part of a foreman to instruct employees in their duties, failure c part of employees to think and act safely. I would venture a gues about one third of all accidents in industry can be prevented eitl . proper design of the equipment or the installation of suitable mech safeguards. For the elimination of the remaining two-thirds we turn to the individual--we must educate him in ways of safety must kindle his co-operation in safety matters by a genuine am sonal Interest in his welfare. It is not the purpose of this paper to enumerate all the hazards exist in hydro-electric stations--far from it. The best I can hoj is to point a few of the more serious hazards which are peculiar tc plants. There are innumerable minor hazards and many serious hs in hydro-electric plants which are common to industry in general, dents from handling of material and tools, sprains, slipping ha dangers of falling material and the like exist in the large hydro-el station as they do in every industry where men work with their 1 Routine Duties Result in Men Becoming Careless In the small hydro-electric plant in remote country where little ical work is required the minor accidents commonly attendant such physical work are largely absent but in their place a more s< hazard creeps in. Dull routine duties have a tendency to deade: mind allowing a man to become careless. Many cases of bad bkH when traced to their real cause, show them to be the result of indivi not being quite "on their toes." The small hydro plant is at an disadvantage in that it is very often remote from medical aid, a which makes it all the more imperative that the men in such | learn first aid work and the art of artificial resuscitation. Only a short time ago a man who had been with our company fo or three years and had received training in first aid and resuscit work left our company to take up employment with a lumber con out on the coast. He was put in charge of electrical work in a In camp in a rather remote section. Shortly after going to work, a se accident occurred^ A lumberman received a deep gash in his head a compound fracture of one leg. When our electrical man got t< scene of the accident he asked what they planned to do witfc injured man. He was told that nothing could be done until the d arrived which would be a matter of hours. Apparently no one the first principles of first aid. It did not take our man. long t Public Utilities Section 865 up the head wound properly and. to splint the compound fracture and take care of. the man ^properly until the arrival of the doctor. In his letter to one of our employees telling of the accident our first aid man paid the"-company a fine tribute, when he said that he had probably saved the man's life, thanks to the training we had given- him in first aid. The sad part of the story is that only a few weeks later our first aid man was at work on a crane and in some manner received an electric shock. No one was with him and when they did get to him no one knew what to do, so that the shock was fatal. We feel sure that if only one other person had known the prone pressure method of resuscitation our first aid. man would still be alive. I cite this case particularly to show that it is the isolated places in industry . which need our most serious attention. It is the old plant and the small company that most needs to have a safety organization. They are the ones too, that in general are doing the least along safety lines. The present rapid strides taken toward consolidation of isolated companies and plants into systems of wider scope will result in safer operating methods, will give to the men a wider vision and a keener, more alert attitude toward their work,--a thing which will in itself eliminate many serious accidents. The consolidation of smaller companies will mean also that many plants which are poorly laid out from the standpoint of safety will be abandoned and more modern, more efficient and safer plants erected in their place. I refer to this because my remarks apply more particu larly to the hydro-electric plant built within the last fifteen years or so. The most serious hazard to guard against in a hydro-electric station is the danger of closing a switch when men are .at work on the line and starting machinery while men are still at work, in a large station this requires special attention. In the first place it is necessary to place operating control in the hands of one person who is solely ` responsible for giving orders to close switches or to start any important equipment in the station. The next step is to provide a rigid and clearance system which all men working on the system understand. If an inspection is due or if work is necessary on a piece of equipment, the man should call the operator in charge, whom I shall call the sys tem operator, who will take the equipment out of service as soon as it is practical to do so and then proceed to give protection to the man in charge of the work on the equipment. In our company, the system operator first makes ouit a master clearance card or "hold card" noting thereon the name of the man receiving protection, the apparatus he is working on, the nature -of the work, the time the protection is given and his own name. Smaller hold cards of red cardboard about 4x4" in size are then filled out with essentially the same information given on master hold card and with the same serial number. As many of these smaller hold cards as are necessary to give the men proper protection are ordered placed by the system operator on every switch, valve or operating mechanism that could energize the circuit or start the machine on .which ^the. men wv --/-----is -- '> - would be working In some cases it may only require two hold to give the man the necessary protection while for other cases it require as many as 20 hold cards to give him suitable protectiox the master card the number of hold cards placed on equipment's i Special clips are provided for conveniently attaching the hold to switch handles and operating mechanism. The hold card Is 1 in such a position as will prevent a person operating the'switch or protected^ So long as a man has protection on equipment the s onerator retains the master card in a current file on his desk. Still another precaution is provided by having the man receivin; tection sign a -receipt for the protection given him. In some eomj it is a practice to have the man receiving protection to make an i tion of the precautions taken for his safety and to have him ; to every switch or valve affording him protection, a workman's tag sisting of a piece of red fibre with the man's name painted on it purpose of this fag is to systematize the workman's inspection i protection and to make accidental removal of the clearance sig likely. Upon completion of the work, the man having protection machine reports clear to the system operator - who then orders a hold cards removed. Switches are not closed or .a machine started all the hold cards have been received at the system operator's In giving orders for the operation of important switches ar the placing of hold cards, the system operator has to rely on tl of the telephoned To avoid possibility of mistake, the system op is required to write in a book, specially provided for. the purpose, order for opening or closing all important switches. After writii order in the book he repeats the order to the operator who is to e the order who copies the order in an order book similar to tha by the system operator. The operator then repeats the order b; the system operator and each man underscores the words of the as they are repeated. After executing the order the operator agai: the system operator and repeats the order a second time, both men underscoring the words of the order. While such a system woulc at first thought to be cumbersome, practically it is not so. Wit] a system in effect in our company, no ope has suffered injury t of mistakes in switching. We feel that a rigid clearance systen inates one of the most serious hazards in hydro-electric plant ope Danger of Flooding Wheel Pit Another Serious Hazard Another serious hazard which exists in almost every large electric station is the danger of flooding the wheel pit when m at work inside^ As a safeguard against failure of a head gati companies have adopted the practice of placing stop logs in front head gates as an added precaution. Whenever a man is at w a main unit some companies have adopted the practice of puttinj in the operating cylinders of the gate opening mechanism. In < accidental opening of the valve or a. failure in the piping sys Public Utilities Section 867 would then be impossible for the gates of the turbine to open and start the unit. -- The next hazard in order of importance which is second only to that of the clearance system, is that of poor housekeeping. If there is any thing about a hydro station which makes for carelessness it is poor housekeeping. With an untidy station a man does not hesitate to add a little more confusion and dirt to that which already exists. Dirt and confusion mean accidents. With everything cleaned up and everything neat, an operator beginsTto take a little pride in his equipment and will pay attention to safety. Good housekeeping spells safety in most plants. The third hazard in a hydro-electric station in order of importance is the lack of proper instruction of employees in their duties and in matters of safety. Oftentimes a foreman is lax in instructing his men because he perhaps feels that the workmen know as much about their work as he does. To assume that the other man understands what you understand, especially in matters of safety, is to create a hazard--the hazard of ignorance. Safety is a matter of education. In industry as in other fields, the inexperienced men are coming in at the bottom and must be educated by those who have gone before. Good ideas and good ideals should be passed^ along to those who follow if we are to help others as we should. Nor is it sufficient to instruct a person once. Con stant drilling and hammering away at perfectly obvious truths is some times necessary if we are to avoid the accidents which come from failure of the human element. It is not sufficient to have a very com plete rule book, valuable as such books are. Personal instruction by foremen who have their heart and soul in the work is necessary. A safety rules book without personal instruction and supervision is about as effective as a law without a police force adequate to enforce it. Personal supervision and routine inspection of equipment is one of the best accident prevention measures that can be instituted. One man out on the job looking for trouble or defects, for hazards and for poor housekeeping will do a world of good in preventing accidents. This, is one of the best safety measures we know of. While such work is not policing, it makes men think. It sets an example and we know that one example of work well done is far more eloquent than words can possibly be. --_ Another very effective way of getting across the safety idea to em ployees is training in first aid and resuscitation. Three years ago our company secured co-operation of the U. S. Bureau of Mines in train ing every one of its employees in the art of first aid and the prone pressure method of artificial resuscitation. Since that time several first aid contests have been held in the city and considerable work done to interest other industrial concerns in the safety movement. This year five men of the team which won our local first aid contest were sent, with expenses. paid by the company, to act as judges at the Iowa State First Aid Contest for Miners held at Knoxville, Iowa on July 11. Only a few weeks ago our High Tension Club sent five men to act as Judges 868 Fourteenth Safety Congress in the International First Aid Contest recently held at Spring] Illinois. To he able to judge on the same platform with trained me the TJ. S. Bureau of Mines, our men have to be almost letter pe in their work. Their proficiency bears testimony to the interest have shown in the work. One more thought in regard to the cost of safety work and th will close: Just as in building a bridge, the designer is morally b to make it' a safe bridge, so in our business all of us are under n obligation to provide a sufficient factor of safety to fully protect employees and the public from the hazards which, may be peculie our enterprise. No one questions the cost of providing a suitable f. of safety in the design of a bridge where human life is at stake the same token, no one should question the cost of providing for s in our plants and throughout our organizations. H. J. Bvbtok (Superintendent of Personnel and Instruction, The Somers Power Company, Jackson, Michigan): Special attention is < to the importance of telephone messages. It is of the utmost impor to an operator to be able to give and receive messages over the telej when he is hundreds of miles generally from the source of his load, cause of the importance of communication with hydro plants some panies are using Wireless or guided radio for this purpose. DISCUSSION OF C. A. SEAR'S PAPER ON "HAZARD! HYDRO-ELECTRIC PLANTS" Hugh F. Lovering, Personnel Supervisor, New England Power Sy Worcester, Massachusetts The importancezof good housekeeping around the hydro-electric st as stressed by Mr. Sears, cannot be over-emphasized. On our Systen a fact that the Condition of the first aid supplies, the bulletin b special equipment including life preservers, in fact every detail may be applied to safe practices, bears a direct relation to the nes and appearance of the station. To properly reward attention given good housekeeping, we h; bonus system, including semi-annual awards to the personnel < stations adjudged winners by a committee not connected with operation. It works out nicely insofar as maintenance of the prope concerned, and the impressive thing about it is that the stations wi the bonus most often are also those whose forces are most faith regular practice of resuscitation, and have the best no-accident r< An analysis of records of lost time accidents covering a per: eight years on our System, during which time our hydro station! increased from five to eight in number, shows that 46% of all los was due to falls, from heights or because of ice. A third of the suggestions received from men in our hydro stations back in the days of our accident prevention work recommended measures fi prevention of falls. nr- - Kig-ja,aiatat n Public Utilities Section 869 There is much climbing about to he done around a .hydro station and in northern New England the ice problem is a serious one. Proper guard railings, scaffolding and ladders are highly essential. Proper at tention to the prevention of an- accumulation of ice in places where men must go frequently in the line of duty is. another precaution which goes hand in hand with good housekeeping around the premises of the plant. Handling material, including .flashboards and pins, was the cause of 28% of all lost time. Flashboard work must often be done under the most unfavorable weather conditions, and I honestly believe that the best means of accident prevention in this phase of maintenance work lies in the use of trained crews made up of men physically strong enough to handle the weights involved. To our tagging or clearance system may be given much of the credit for the fact that only 5% of all lost time lor eight years is chargeable to the product we sell. Prior to 1917 we had fa,tal electrical accidents in onr hydro stations. As a result the rule was made that all work on or near electrical apparatus must be done under the watchful eye of a "Supervisor" so-called, whose only duty is to check the killing, tagging, testing and grounding of apparatus involved and then to watch the men while they are at work. All work under our red tag required a supervisor until three years ago. when the rapid changeover to .the outdoor type of construction made it possible to permit work to be done without supervision on certain pieces of apparatus approved by a committee of three members of the central safety committee. A double check on hilling, tagging, testing and grounding is still required. On our System' the problem of sleet formation on lines between plants is met by the application of high amperage heat runs involving some sixteen switching operations per hour at the station supplying the cur rent. Since sleet often causes loss of telephone communication with the load dispatching headqiiarters, under the direction of which all tagging pf apparatus is done,' a schedule of switching, grounding and current application has been worked out. Its success is due to the proper time allowance made for all operations and to the obviously necessary pre cautions taken to see that all clocks and watches are synchronized. This is not particularly a hydro problem, but one to which the forces of our own hydro plants devote considerable effort in the maintenance of service. Whenever a reservoir is created, in our section of the country at least, it is stocked by the fish and game clubs and becomes a 'fisherman's paradise. It is, then, highly important that dam and reservoir attendants as 'well as station men become especially proficient in Red Cross life saving methods. And until the scenic beauty of our water sheds, or the novelty of a water power project ceases to attract the tourists, the problem of traffic congestion on narrow country roads may be included among the hazards by the hydro station man. S70 Fourteenth Safety Congress Wills Maclachlo; (Electrical Engineer, Toronto, Ontario): I ' like to direct your attention to some of the technical parts of the t electric end of the plant. Take the dam first. See that your stop log openings are closed d the time -when there are no stop logs being raised; provide full c] of the stop log openings. The winches should be perfectly arrang that in moving the winch along from one stop by opening to another is no chance of the hook catching and spinning the winch, then tin no danger of the winch being spun around and catching a man ove head and knocking him over the end of the dam. The dams shou provided particularly with railings and those railings should be r> able so they can be removed in case of ice or. in case of handling th logs. In connection with your racks provide a deeper chute hole an your men to cleaning the racks of ice or of trash; unless the ice is off the racks there is a great tendency for the man to slip and if he he is down into fast water. One of the greatest hazards that I find in the small hydro-electric is the governor drive, especially on old types of governors. The was either by crown gears or by belt and. there was practically no p tion around there. I well remember a plant where- there was prot around the crowrr gears and it was taken off for repairs and the : oiler went down later on and he reached in and then he slipped at arm went through. They picked up his head and one arm in one and the rest of his body in another. Reasonable protection shou arranged for your oiler or floorman so he can get at the cups an them oiled safely and get away again. One thing that_ is extremely important also in connection with plant is to see that all openings, and there are a great many ope around the large plants and also around the small plants, are raile a tow board around them. Cuaikmas Webber: I will ask Mr. Moses to present the report < Nominating Committee. Hebert Mosest The report of the Nominating Committee is: Chairman, B. B. McCulloch, Bureau of Safety, Chicago, Illinois; Vice-Chairman in Charge of Electrical Interests. George Opp. Engineer, Detroit. Edison Company, Detroit, Michigan; Vice-Chairman in Charge of Gas Interests, J. W. "West, America] Association, Engineering Staff; Vice-Chairman in Charge of Telegraph and Telephone Interests. Hubbard, General Supervisor of Lines, Western Union Telegraph pany. New York City; Secretary, E. R. Dobbin, Geneva, New York, Safety Engineer, E Gas Company. Cha:tr:max Webber: Gentlemen, you have heard the report o Nominating Committee. What is your pleasure? (Motion made, seconded and carried that the report be accepted.) ADJOURNMENT Public Utilities Section 871 THURSDAY MORNING SESSION The Public Utilities Section held at the Hotel Winton, Cleveland, Ohio, convened at 10:00 o'clock, H. M. Webber, Chairman, presiding. Chaiemajj Webber: Immediately following the linemen's meeting there will be a reel motion picture shown called "The Key Man" which has been prepared by the Western Union Telegraph Company. WHERE TO START SAFETY WORK? R. O. Bentley, Public Service Electric and Gas Company, Newark, N. J. It was only a few years ago when we paid very little attention to acci dent prevention. We are^ the most enlightened people in the world. We are supposed to be a reasonable, sensible, law abiding, home loving, God fearing people. Some of us are not. If we were, it would not be neces sary to have thousands of policemen patrolling our city streets, county roads and state highways, night and day for our regulation and protec tion. Who are they protecting us from? Prom each other. And why? Because we do not obey our laws. Some of us are speed crazy, adven turers and gamblers, always ready to take a chance and as these instincts are so prevalent they make accident prevention work very difficult. Are we contented with the present state of affairs? No! We are dis contented. That is why we are here. There are two kinds of discon tented people in this world, those who work and those who wring their hands. The workers get what they want and the others lose what they have. There's no cure for the first but success. And there's no cure at all for the second. It is evident that we are blessed with the first. Through all the ages, man has been a speed maniac. You have seen the picture of Ben Hur in the chariot race. Do you think Ben Hur was thinking of safety as he wielded the lash over the backs of those horses? No! He had but one thought,--speed! Are we any different today from the throng that gathered to see that race? We have not changed at all. What a thrill it gives us when reading our daily paper to find these words: "A new speed record established." As this tendency for speed is so general it is growing and will con tinue to grow. Likewise accidents are occurring and will continue to occur unless a very definite movement for their prevention is aggres sively pressed. For that purpose, we are here: not to establish a safety movement, for that is well established, but rather to reach a better understanding as to how this great problem of safety is to be more effectively handled and accidents reduced. I have taken for my topic, "Where to Start Safety Work?" I presume most people would say, "Start it where the greatest hazard exists, correct that and then remove the next and so on until they are all removed. Then there will be no more accidents." If that were done, there would be no more accidents, but this wonderfully progressive country of which we are so proud, would come to a standstill. 872 Fourteenth Safety Congress I assume that in this audience there are representatives of numei industries, from large manufacturing plants employing thousands workers, to little shops where but few are employed. No matter ! large or how small, the plant, each one connected with it,' from highest salaried, official, down to the errand boy, must be imbued \ the spirit of safety, if safety is to prevail. Contentment and Happiness Essential in Work Contentment and happiness are essential in accident prevention w If the highest official of a manufacturing business is dissatisfied with results of that business and feels that the fault lies with the subc nates, it would be a difficult proposition to interest him in a sa movement. If the superintendent of an industrial plant is disliked his foremen, that dislike will he reflected all through his organizat If the foremen have not the cooperation of those under them, careless; and indifference will prevail and frequent accidents will be the rei How often we hear the expressions in connection with the safety w< loss of time, slowing up of production, loss to the manufacturer, los the employee, being caused by. accidents. Those expressions are distasteful; they place a human being on a level with a machine turns out so much work and brings in so much money and when brc down, perhaps through no fault of its own, its earning power st The heart of an ^employer who thinks for his employees in term: dollars is not in the right place. The employer who provides a pleasant place for his employee* work in, modern equipment and real human beings to direct their v will have happy, contented employees who will make his plant pay there will be but little lost time from accidents and no loss in pro tion, because the employees will have the interest of the employe: heart and will keep the production up. Money is not the only thin, life. It is good to have money and the things that money can buy, its good, too, to check up once in a while to make sure you haven't the things that money can't buy. How many of you have ever had the unfortunate experience of V) ing with a fault finding-person? How many of you have such a pe in your organization? If .you have such a one, he will create a ha more dangerous than a cracked fly wheel in your factory. Then there is criticism. The average workman always looks i the critic with suspicion. Good, honest criticism is constructive, the critic who never has a suggestion of anything better is an aboir tion, a destroyer of morale and a menace. He is in the same class 1 the fault finder. Home Life of Employees Should Not Be Ignored How many employers know anything about the home life of ( employees? How many know if, when the husband left for work in Public Utilities Section 873 morning, lie kissed tils wife and children or jiad an unkind word or a cooking utensil hurled at him? These are things that count in safety- work. Are the foremen close enough to their men to have them tell them of these things? Are they sufficiently interested in them to call at their homes occasionally to encourage affection and discourage temper and - discontent? I have heard a wife say to her husband that she wished he would never come back when he was leaving for his day's work. When a man leaves home for work with such words ringing in his ears, do you think he has any thought for his own safety or the safety of others? No! His whole day has been spoiled. These are the things foremen and supervisors should know if they would reduce accidents. Great care should be exercised in the selection of employees and good judgment should be used in placing them. Give them the kind of work they can perform and they will be happy. In the city of Newark, New Jersey, there is an organization known as "The Safety Patrol," which has a membership of four hundred and fifty boys and girls. These boys and girls look after other children on their way to and from the public schools. In 1916, before this safety patrol was organized, two children were killed. and ten were injured while on their way to school. Since 1916, there have been but two slight accidents. There is real safety work that is being done by children. They talk about safety to their parents, to their brothers and sisters and to other children in their neighborhood until all are inter ested and all are working for safety. We must keep after the speeders, not only those who drive fast and recklessly, but those who live fast and recklessly, and see if we cannot get them to think of the safety and comfort of others; fr they have no thought for themselves. And, let us do everything possible in our homes, in our shops, in our factories, in our business, no matter what it may be, to promote kindness, happiness and the principles of the golden rule. If we will do that, the"understanding in the homes and between employer and employees will be mutual and eacb will -work with the other, each will benefit and each will contribute in a large measure toward elim inating selfishness, carelessness and indifference from our midst, and In making our community a better and safer place to live in. You can furnish every safety device known for the protection of your employees, you can have policemen, traffic directors and monitors, yon can use every precautionary measure that could possibly be conceived in the mind of man, but the seeds of safety must be planted in the hearts of the people If you would have safety prevail. How true are the words of the late President Harding who said, "Ou'great assurance at home lies in a virile, intelligent, resolute people. In a land unravished by war, at enmity with no people, envying none, covet ing nothing, seeking no territory, striving for no glories which do not become a righteous nation. This republic cannot, will not fail if each does his part." .1, wd ftovA Trntnvi. 874 Fourteenth Safety Congress teered to do lies in an intelligent, resolute people, who, under the ba of safety _ fiirst, cannot, will not fail if each does his part. DISCUSSION OF SUBJECT--WHERE TO START SAFET WORK W. J. Keiley, Commonwealth Edison Company, Chicago, lllinoi An analysis of the accidents occurring in the electric light and pi industry show a large percentage due to the personal factor. The i cause which is the mental attitude of the workman, includes such fa< as satisfaction with his work, satisfaction with the general conditioi life, his feeling of responsibility and interest toward his work, anc feeling of responsibility toward his family. The paternalistic attitude of employer toward employee, which has ' rather highly developed of late years, may easily be carried to the i where individuality is impaired and the feeling of responsibility destrc A resort to the rigid enforcement of rules tending to restrain rather guide the workman, which may be considered.as analogous to the p powers of the State, do not deal with the basic principles underlying sonal safety. The exercise of jsuch powers and paternalism tend rather to creai the workman's mind, the feeling that the responsibility for his safety been shifted from him to his employer. The management, to solve problem, must make the employee feel that the employee in the final ai sis, is responsible for his own and his fellow employee's safety. This best be done by requiring the employee to participate in the form.uk and enforcement of the safety rules which are designed solely for purpose of furthering the employee's well being. Adequate compensf to the extent that the workman's mind may be relieved of. the uncerti of providing the necessities of existence for himself and his family, that he may, with self respect and assurance, assume his proper i in the social structure of the country, are necesasry to the end tha mind shall hot be distracted by these disturbing influences during working hours. The employer's responsibility consists of providing the proper mai ment of his business, the proper engineering construction methods suitable mechanical devices for increasing safely the products of 3 to the end that proper compensation will be available. Where labor capital are not fulfilling these principles in the industry in which thej employed, they should tie diverted to other lines of endeavor as rai as possible. -- At the height of the period of Greek culture, it is said that It toot efforts of six slaves to release one man for the development of art science, while we now have in this country the equivalent of 40 me< leal slaves per capita. This mechanical development has eontrife probably more than any other factor to the mental development of it try and impressed us with the value of life and the necessity of sj measures for its protection. Public Utilities Section 875 Chairman Webber: We are now ready for the Linemen's Meeting. I think the chairman who is to conduct that meeting is well known by all of you. As some of you may know, honors were heaped upon him last night and it, therefore, is an extreme pleasure to me to introduce to you, Charles B. Scott, President of The National Safety Council for 1925 and 1926. __ LINEMEN'S SAFETY MEETING The meeting of the Public Utilities Section was turned over to the Line men's Safety Meeting, C. B. Scott, Chairman, presiding. Chairman Scott: --I will ask Mr. McCulloch, our secretary, to read the minutes of the last meeting. . Secretary McCulloch presented the minutes of the last meeting. MINUTES OF LINEMEN'S SAFETY MEETING The meeting was called to order by the Chairman promptly at 8 o'clock The roll call showed 35 men present and 8 absent. Five of the mer absent 'were engaged in emergency work and were excused by theij foreman. The minutes or the meeting of September 3rd, were read anc approved. The Chairman of the Committee on UnSafe Practices and Conditions read a report covering the inspection made on September 1st. Thii report pointed ont a number of conditions which might contribute toward an accident and explained the action taken in each case to remove th< existing hazard. The Committee on Resuscitation and First Aid reported that all mei employed since the previous safety meeting, had been thoroughly in structed in the Prone Pressure Method of Resuscitation and that the: had been shown the location of first aid kits and were instructed In their use. They had also been furnished Safety Rule Books containin the names, addresses and telephone numbers of doctors to be called i case of emergency. The Superintendent of the Line Department reported that all men Ii the overhead division had been provided with the N. E. L. A. Acciden Prevention Course for Linemen and that this course was being used as . basis for the examinations for promotion of linemen. The minutes of the Divisional Safety Committee were read, explainin the disposition of the recommendations made at the last employee safety meeting. The Chairman called for suggestions and recommendations regardin the hazardous conditions of plants, equipment or construction and unsaf methods or practices which may cause accidents to employees or th public. Fourteen recommendations were submitted. Some of these wer handed in on suggestion blanks, while others were presented orally an 876 Fourteenth Safety Congress filled in on tlie proper form by the Secretary. Each recommendatioi acted upon separately, and those which were approved were ref either to the Divisional Safety Committee or to the Department S intendent concerned. Jack French of the Northern District read a paper on, "The P: Procedure in Replacing Poles." Henry Kellogg read a short article on safety from the National 8 Nexus and called attention to a Bulletin issued by the Public IJti Section of the National Safety Council covering accidents to ground A. C- Johnson of the Telephone Company was present as a visitoi spoke briefly on their safety work and the way in which the Telej: Company and Eight Company could assist each other in preventing dents to the public. After a' brief talk by our Safety Director, the meeting was adjot at 9:30 to meet on Thursday, November 5th. Buford B. McCulloch, Secreta OhaiksiAsr Scott: If there is no objection or no question they stand approved as read. Do I hear any objection? (No response.) I would like to call the roll. _ (Whereupon the roll call was had;) We all know about the sad accident we had a few days ago in v Charles Wilson was killed. A committee was appointed to make a vestigatlon of that fatal accident and they are to report at this met Mr. Rutland, who is perfectly competent because he is safety eng. for the company, is chairman of that committee and he is to mak< investigation here this morning. C. J. Rdixand (Safety Engineer. Texas Power & Eight Com] Dallas, Texas) : Just for a minute we will turn aside from this s meeting and I hope each of you will try to place yourselves in the pos of being on the outside looking in at a typical safety manager's oflb some other particular office designated to conduct the safety work, this particular J>ne we are going to have one man conduct the inves tion. AIso,;some of you may have different views and different pi a: your own companies of conducting investigations. In this parti< case, Charlie Wilson, lineman, one of the employees of this company killed day before yesterday and we- are going to conduct an investiga As I said, it may Trot be just the way you would conduct an investigs in your own company but we are going to try toc.bring out all ol salient points or some of them at least that .might be found whei investigation is ^conducted. We are going to have a foreman, Jefferies, a lineman, Ivan Scott, and another lineman. Jack Oliver, also have here our secretary who will take down the notes. Mr. Rtjtlaxd: Barnes, I wish you would go out there and s Bob is out there. I told him and Jack to come over here this mornli (Bob Jeffries enters the room.) Mr. Rutland: Hello,.Bob. How are you?" Public Utilities Section 8 77 Mb. Jefferies: All right, Mr. Rutland. Mr: Hutland: You know. Bob, in all of our .accidents that we have that are of a serious nature we have to conduct an investigation in order to try to determine the cause of the accident and see if we can get some lesson from it that will be profitable. Now, in the death of Charlie, one of our best linemen, we have lost a good man and we want to go over that this morning and try to bring out some of the fine points and find out how Charlie got into this. After the accident. Bob, I had Sam go out on the line and draw a rough sketch of the pole where Charlie got into it and I have.had it made into a miniature model. I thought maybe in talking it over we would bring out some of the more important points by using it than if we just talked it- over orally. Now, I "don't* want you to think. Bob, that in conducting this investiga tion we are trying to pin any ribbon of responsibility on anybody. Not at all. We are trying to=find out the causes so we can have some remedies or get some lessons from it. I want you to be frank with me and talk openly with me. Just as you would on the job. EXAMINATION OF BOB JEFFERIES By Mr. RtntASD: --j Q. Now, Bob, tell me in your own words how Charlie got into it from the time that yon-*--'Well, you had better start with that morning up to the time he got into it and was resuscitated. I understand he was resuscitated and finally died from the effects of the burns. A. About four days ago the engineering department told me there were,some rotten arms on the Fredericksburg line and wanted me to go out and change those arms. That Fredericksburg line is the line that feeds a 33 K. V. line that feeds Fredericksburg. Below it is the primary line to the glass company and below there is a telephone line. Q. The top circuit is represented as a 33 K. V. line? A. Yes, it was a 33 K. V. line. Q. This is your telephone down here? (Indicating on the model.) A.. The telephone is down here; and here is the 2300 primary line. So, yesterday morning I got hold of Charlie and Scotty and Jack and we took the truck and went out to this line: Jack changed two of these arms-on his pole (Indicating) and Charlie was on the next pole. I stood down at the bottom of the pole. Charlie went up and he had his safety hooked over. Then I started back. Jack was down on the ground then. Scotty wasn't working, wasn't climbing that day and he was helping Charlie; he was at the bottom of the pole. They had the arm already up there. Jack had started toward the truck which was off south of the line. Q. Yes? lii^ftiiSiiignwiliiiriifin JKfelSlfililiii Tir 87S Fourteenth Safety Congress was going up to look at some of the arms. I heard Scotty yell and ti around and saw Charlie lying back in his, safety belt. I started t< down there. By the time I got there Jack was up the pole and he lowered Charlie and the minute he got on the ground, why, S jumped on him and went to work with prone pressure. That is s all X know about it, Mr. Ruthland. Q. You weren't looking in the direction of this particular pole Charlie got into it? A. No, I was headed north. Q. How do you reckon. Bob, that he got into it? Use this little i here. Where did he make his point of contact? A. The only way I could see, Charlie finished tieing in the i phase and he was serving up the tie on the outside phase. He cot quite reach it or it wasn't convenient so I think he stepped up on arm here. (Indicating) and then his ankle got in contact with telephone line. He was across the inside phase. He was standing t (Indicating) Q. He had one foot out here? (Indicating) A. And one foot in here. (Indicating) You see, he came in co there. -(Indicating.) He had leaned over; he was trying to finish tie in here. (Indicating.) Q. This 2300 volt line was hot? A. Yes. (Indicating) Q. And this is the company's telephone line? (Indicating) A. That is the company's telephone line. Q. Well, it looks like that was kind of an awkward position i fellow to work from, for a fellow to stand here, (Indicating)--You he was going to serve up on a tie on this phase here? (Indicating) A. Y_es. ^ Q. That looks like an awkward position. It would be pretty ha; stand there and lean over with his right hand. A. He didn't do it with his right hand; his left hand. Q. Oh, I see. rubber gloves? A. Yes, sir. Well, that is different. . Now, Bob, did Charley han Q. Well, now, I don't mean to doubt your word, but it is one 1 we try to enforce in this company. I was wondering if you were sa A. I know they were on because I pulled them off of him when S went to work on him at the bottom of the pole. Q. Oh. When You got there you say Scotty had already startc work on him? A. Yes. I told him to get off of him and let me work on him. Q. You told him to get off? A. Told Scotty to get off. Q. Why did you dq that. Bob? Public Utilities Section 879 A. Because Scotty didn't seem to be doing it right; I didn't think, he. knew enough about it. I saw him work awhile. Q. Bid you think he wasn't competent to resuscitate Charlie? A. No, sir. Q. Well, we will get to that in a minute.- There is one thing I want to ask about. You say he had on rubber gloves:and he was leaning' over this inside phase. You have been in-.this game a long time. Bob; if you were going to do that, would you lean over the inside phase? Is that your standard way of working with that kind of a job? A. No, I would work: from the bottom. Q. Where did he have his safety belt? A. He had it up there above the arm. (Indicating) Q. You mean he would have his feet here, maybe one here (Indicat ing) and the other out this way (Indicating) and then with his left hand --you say he was left-handed--he was serving up on this tie and making his tie there (Indicating) from underneath? Well, I think that is right. I believe that is generally the way most linemen do. Now, do you know whether he had any blankets, insulator hoods or line hose on either the 2300 primary or the telephone line? A. Didn't nave any out there. Q. You didn't use them on this job? A. No. Q. Well, I thought you were using those. We bought a good bit of these sometime ago. Bob. A. We do use them when we think we need.them, but. Hell, we can't cover up everything. Q. Ob, I see. I know that. Bob, but where do you use them? A. I use them when we get in a lot of bad hot stuff. Q. You don't use them except where you have got a pole with a half dozen circuits up there? A. No. Q. Let me ask you this: If he had an insulator hood or line hose or rubber blanket, you, knowing how Charlie got into this and he had that thrown over this telephone circuit, which is a dead ground, or over this inside phase of this primary at that time would he have gotten*into it? A- No. Q- Isn't that pretty good proof that line hose or rubber goods would be good in this case? A. I see it now. Q. Well, Bob, it is just those things that we like to bring out. Bob, when we make an examination of an accident. Now, getting down to ht resuscitation; when yon got there you say Scotty had started to work on. him? ___ A, Yes. Q. He worked for how long, do you recall? a nh twn rr three minutes. 880 Fourteenth Safety Congress Q. Then you took it? A. Yes. Q. How long did you work on him? A. About fifteen minutes. Q. Are you sure, as far as you know, that he didn't have anj in his body when you started to work on him? A. No, he didn't move at all. He was limp. I thought he was de Q. How long did you work on him before you noticed any breatl A. Well, about ten minutes. First, I thought he was moving, or i thing, but he wasn't, and I kept on working and in about fifteen mil he kind of breathed heavy like that (indicating) and I thought th had him. Q. Hid you begin to follow his movements, when he gasped shoved ? -- A. I shoved out. Q. How long do you suppose it was from the time you started v ing on him until you noticed the first gasp for breath? A. It was maybe twelve or fifteen minutes. Q. You worked ion him possibly fifteen minutes longer? A. All told, heAvas breathing good when I stopped. Q. How bad was he burned? I didn't find out about that. I st to go out to the hospital last night, but I couldn't get away. A. He had a bad burn here on his ankle, and about all burned or side, his left side. Q. He was badly burned through there? A. Yes. Q. What time did Charlie die? A. Why, Jack called me up that night and said he just come from hospital, that was about eleven-thirty, and Charlie just died. Q. Well, now, there are two things. Sob, that; taUrtng over with confidentially, that I think have been brought out that outfit u helpful to me in my work and ought to he helpful to you with your * and your men and that is, first, the use of protective devices nd. SK Scotty wasn't as much up on this prone pressure as be should bm 1 There is another point we might talk about: This was octgiujtf transmission line? A. Yes. Q. I see from your clearance there you had enough clearance bed the 33 K. V. and your telephone line. How was this primary line sh When was it built? A. I. built it about four years ago. Q.- How many .spans on this particular line does it run? A. I think it is eight or nine; I am not sure, maybe nine spans. Q. Well, did you check up on your specifications on your clean between this telephone and this primary when you built this line? A. No, I just put it like we have been putting them up all along Public Utilities Section 881 Q. Do you have much joint construction like this? A. No, we haven't got much; only one other line. Q. Do you know, whether that is covered specifically in your distribu tion specifications, this particular item of clearance? A. I guess it is. Q. On all of the stuff you are putting up like this you are observing a two-foot clearance? ' A. Just about. . 'Q. Well, Bob, I don't know of anything else to ask in this particular case at this time, except, let me suggest that you go over to Williams' office, if you don't have your own copy of the distribution specifications and let us check up on "this clearance thing and then bring back your specifications. If they haven't got it, get it some place. Also, bring youi copy of your NationaT Safety Code and let's see what that says on this clearance thing. I am rather inclined to think it would be a clearance oi four feet on this and X think that is also recommended in the distribution sheet as well as In the National Safety Code that this clearance should be four feet. I think one reason was that as you know. Bob, an ordinary lineman when he is going to work off a pole he puts his safety belt above the arm and it is about three feet on an average lineman from his safety belt down to his feet, And if there is a four-foot clearance that gives him an additional foot clearance there.- That is one reason why I think it sfeoald be four feet. I think that is the reason the distribution depart aesit made that recommendation and I am sure that is one of the reasons the National Safety Code inaugurated It. But, there is still anothei you know, this telephone wire is galvanized, being No. 8, I guess it is and-it Is drawn pretty tight; your 2300, primaries, are all medium hare drawn copper and in sleet storms they are going to sag down and get ir contact with your telephone line. That is another reason that a four foot specification is'put in there. You go out and hunt them up and bring then back and we will look them over. Did you bring Scotty and Jack with you this morning? A. Yes, they are back there. Mil Rutland: I wish you would tell Scotty to come in here. (Ap planse) (Bob Jefferies leaves the room and Scotty enters.) Mb. Rutland: Hello, Scotty. How are you?. You may sit down. Scorn: Just so, so. Rutland: Well, Scotty, we had another bad accident. You knov about it, yon were on the job and know how it happened. Yon know, i im the general policy of the company to look into these things and that i: what we are going to do thi morning. I don't want you to think we ar< trying to pin a ribbon of responsibility on somebody; all we want to d< is to fiTut out how this thing happened and see if we can get any lessoi from it and If we >n make a safety recommendation that will help any VajVw alee* +!*+ fa alt wo want tfl rffV 882 ^ Fourteenth Safety Congress EXAMINATION OF SCOTTY By Mb. Rutland: Q. I wish you would go ahead and tell me what you know about accident using the little model we have made. A. Well, I will tell you, Mr. Rutland, we went out on this job yei day. We were short of help and of course it was up to me to worl the ground because I was the youngest man on this job and so I working at the bottom of the pole where Charlie was and natural got a pretty good view of what happened then. Q. Yes. A. He "had just about finished the job and I was waiting for hir let the hand line down and so, naturally, I saw all that happened, was serving up a tie on that outside phase there and he had his ga: his left hook just below that arm where the telephone is. Q. He had it where? A. He had his gaff below and he was reaching up over that in phase serving up oh that tie and it was pretty long. Q. What phase do you mean? A. On the outside phase. Q. This one here? A. Yes, that one. (Indicating) Q. He was making this tie here? (Indicating) A. That tie there, it took a pretty long reach, I suppose, so al once he took his gaff out of the pole and put his left foot up on to this arm. When he reached over again, why there was an arc, Charlie fell back on his belt. I didn't have my hooks on and I coul get up there so I hollered. Jack was down about to the next pole am come running over there and got up on the pole and let Charlie d and as soon as Charlie hit the ground, why, I started to work this p: and pressure, I guess It is, on him, and I worked on him about, oh, or three minutes, I guess, and by that time Bob had come along t and I guess he didn't think I was doing it just right because he n me get off and he worked on him, I guess, about ten or fifteen mini when Charlie come back. Q. You didn't have on your hooks? A. No. I didn't have on my hooks. Q. Jack was about a pole away? A. Yes, Jack was down to the next pole. Q. Was there a hand line up there? A. Yes, there was a hand line. Q. You always carry them when you work In hot stuff? A. Yes, sir. - Q. Did Charlie have on rubber gloves? A. Yes, he had on rubber gloves. Public Utilities Section S83 Q. What did Jack do about getting him down? About where did he tie the hand line and so forth? A. I couldn't say just that, how he tied the line but when he got down It was tied through his body belt. Q. Then you started to work on him? A. I started to work on him half a minute after he hit the ground. Q. Jack never did work on him? A. No, Jack ran to get a doctor. ^ Q. Now, while we are on this question, do you fellow's in that gang ever take a few minutes off on the company's time while you are on the job some days and go up a pole and practice as to the best way to tie a hand line around a man and let him down? A. No, I can't say we do. I never saw anybody doing that. Q. Don't you think it ought to-be done? A. I think it would be good. Q. You say he had on rubber gloves? A. Yes, sir. t: Q. Well, when you first came to work with the company--you say you have been with us about nine months,--after you came to work, did Bob or anybody give you any instructions at all--I understand you started to work for Bob? A. Yes, I have been working for Bob ever since I have been here. Q. Did he give you any instructions about rubber gloves or safety rules or prone pressure ? A. He told us one thing that was pretty definite. He told us if we didn't use rubber gloves on anything over 110 he was going to can us, but he didn't say very much about prone pressure. He told us when we were working a lot of hot stuff, where there is a lot of it on one.pole, we had better use pretty good, judgment and perhaps cover some of it up, but never anything definite. Q. Have you lived up to this rule of the rubber gloves? A. Yes, I always use rubber gloves. Q. By the way. Bob said Charlie was left-handed. Is he? A. Yes, he was left-handed. Q. Well, supposing this, Scotty, suppose that Charlie had had a rubber blanket or a piece of line hose thrown over beyond that phase he was working over, if he wanted to do it that way, and also had this telephone line under cover; do you think he would have gotten into it? A. No, he couldn't get into it if it was covered up. Q. Don't you think that is clear enough reason why it would be good on even stuff like this to use some rubber protective devices? A. I suppose it might, but there is a lot of line up there. Q. I know there is a lot of line. You admit it he had used it properly he wouldn't have gotten hurt, Scotty. That is just one of the reasons why we are spending money to buy this rubber stuff so you fellows can use it. I don't want you to think I am criticising, I am just talking per sonally to you as one friend to another. I am just as much interested In 884 Fourteenth Safety Congress your work as you are yourself. I don't think of anything else, S that I want to ask--Oh, yes; another question. What did they do Charlie after he was hurt? A. Well, I was driving the truck; I took him to the hospital. Q. Oh, I see. Well, is there anything else you want to add that : help bring out anything? A. .Well, only just one thing I would like to mention. I knew I started to work on Charlie there that if it was up to me to brin{ back that there wasn't much chance. I think it. would be a pretty idea if we'd teach our fellows this stuff a little better than they it. I am going to learn how to do it and when I go out on the want to be pretty sure the fellow with me knows how to do that. Q. That is the stuff, Scotty. Chariie has been with us a long tir don't think a man should go up a pole unless he knows that som with him knows this prone pressure method. There is one thing i want to leave with you and that is this: When you go out on tt to work and you are going up a pole, I don't care how much you about this prone jpressure method, it won't do you a darn bit of unless the fellow working with you knows, it, and I believe you will with me that if J3ob hadn't known this prone pressure method, though Charlie did lose his life from the effects of the burns, he woi have been brought around at all. A. I think that is right. I don't figure on going up any polei more unless the guy with me knows it. (Applause) (Scotty leaves the room and Jack Oliver enters.) EXAMINATION OF JACK OUVEB By Me. Rutland : Q. Hello, Jack, how are you? A. IMot so good. Q. Well, Jack, it is a rather painful duty I have this morning ta to you because I know you are a good friend of Charlie and his but we must in all these fatal accidents, find out the causes; not t the ribbon of responsibility on anybody, but to find out any lessor can get from it. You know our general practice in this. I thin have had another fatal accident since you have been on the job. long have you been here? A. Oh, I think, about a year and three months. Q. I had a little model made of the accident. (Indicating) I > like to have you tell me generally what you know about it: how h into it; how he was resuscitated; the use of rubber gloves or blai anything that you know about it and want to tell me. A Well, Mr. Rutland, there is nothing I know about the acc itself, that is, justr how it' happened. I was working on the pole sou Charlie and was just going into the truck to get some junk when I 1 Scotty yell and I looked around and there was poor old Charlie ha: in his belt. So I" beat it up there as fast as I could and climbed u; Public Utilities Section 885 pole and got him down. Scotty started to work on him right away and 1 ran to a farm house to telephone for a doctor and an ambulance. You know that Charlie and I were pretty thick. Charlie and Charlie's wife and I went to school together--well, in fact, the two little kids call me Uncle Jack. Then I came back and Scotty and Bob and the truck were all gone, they had taken Charlie to the hospital. Of course, that is where I went. I beat it right over to the hospital to see if I could be of some help to Elsie. Q. You had your back to the pole? A. Yes, I was near the truck. Q. The first you knew was when Scotty hollered to you? A. All I heard was Scotty's yell and of course I sensed something was wrong and I beat it up. Q. Then you went up the pole. Did you notice while you were up there if there were any rubber blankets thrown over anything? A. No, there was no blankets or hose, or anything like that. You see, we didn't have any. Q. You didn't have any on the truck? A. No. Q. Or in the store room or any other place? A. We had some on the truck, but we threw them off Monday morning at the store room. We had a lot of other junk on the truck and figured we wouldn't need it this week so we threw the rubber goods off there, except the gloves. Q. He did have on gloves, or don't you know? A. I don't know, I didn't pay any attention to him because I knew that there was something seriously wrong with him and* Hell, all I thought of was about Elsie and the kids. Q. Yes. Well, youTIon't know how he got into it. Did you notice any charred place or anything like that? A. No, sir; I didn't. Q. You didn't watch Bob or Scotty, either one, do any resuscitation on Charlie, did you? - A. Scotty was straddle of him. I don't know what he was doing; I didn't stop to see. Q. Well, you have been with us about a year and a half and during that time we have had two fatal accidents. I will tell you what- I am going to do. Jack, after this little investigation. I remember the other accident was one -where if Bill Jones had covered up some stuff he was working on he would probably be with us today. I am going to make a little safety rule on the use of this stuff. I want to ask you this; When you first came to work you started with Bob? A. Yes. Q. A little over a year ago? A. Yes. Q. Did he tell you anything about safety insulator hoods, blankets or 8S6 Fourteenth Safety Congress A. Well, nothing definite. He said there was something like a sj organization. One thing he was strong on, and that was that everj we worked on we had to have gloves and 'as far as blankets or other went, why, it was up to us to use according to our own judgement. Q. Well, I don't know of anything else. Jack, that I might ask you there anything that you would like--I will ask you this: Suppose were going out on a job tomorrow doing just exactly what Charlie been doing, would you have done it just exactly like he did it or u you have made any change in it at all or done it any differently? A. Oh, I don't know. According to what I hear Charlie worked that phase; I think I would have worked under; but I don't thi: would have any blankets on there or any hose.- Q. You don't think you would have put them on there? A. No. Q. Suppose beJiad done it, suppose he had covered it up? A. Well, he would be with us today. Q. Well, that is the answer. I don't know of anything else, . Is there anything else you want to say? A. Yes. This accident has put this safety business in a different to me. I know there is a lot of guys out in this room that look at accident work or this safety work in a matter of fact kind of way I hope to God there isn't a man in this room that will ever go thr what I went through yesterday and last night. It was up to me t< to do something for that poor little widow and those two little kid Mr. Ruti,axd: Well, that is usually the trouble. Jack. Mr. Oliver: The trouble with most of us, Mr. Rutland, is that w< satisfied to go along taking chances. If this accident hadn't happ< I would go out tomorrow and probably do the same thing that Ch did. We have to wait until some serious accident like this come before we realize what this safety work means and what you safety are trying to do for the employees. Mr. Rutland: Well, I am glad you feel that way about it. Mr. Oliver: Another thing, I. am not going out on any job, I > give a damn whether you or the boss or who it is tells me. until guy with me knows this -prone pressure. Mr. Rutland : Jack, if I had them all that way we would ha good safety organization. (Applause) (Jack Oliver leaves the room and Bob Jefferies enters.) Mr, Rutland: Bob, w,,hat did you find out? Mr. Jefferies : I got the company's specifications and there is the (Handing documents to Mr. Rutland.) Mb. Rutland: What did you find out in your specifications? Mr. Jefferies: Four feet. Mr. Rutland :__ That is the clearance between your telephone your primary? Mr. Jefferies: Yes. Mr. Rutland: Did you find it in the Safety Code? Public Utilities Section S87 Mb. Jefferies: I couldn't find it. Mb. Rotlakd: I think I know where it is. I looked up this thing particularly after Bill had told me that there was only a two-foot clear ance. Yes* here it is. (Mr. Rutland reads excerpt from Safety Code as to clearance.) I think it is a good thing. Bob, on all of your construc tion work where you have got anything that is so different from your ordinary routine--to consult your specifications. You tell me that you don't have much telephone work? Mb. Jefferies: No, not much. Mb. Rutland : I would check up on telephone clearance pretty closely. That is about all I have to say, except this: I am going to make a report of this investigation and we are going to send it out to you and to all the rest of the foremen with recommendations as to certain safety rules. Mb. Jefferies; Alright. Ms. Rutland: I guess this is all. Bob. Don't take this thing too much to heart. Mr. Jefferies: I want to say, Mr. Rutland, that these birds are going to use rubber goods and they are going to practice prone pres sure once a week. __ Mb. Rutland: That's the stuff. (Applause) (Mr. Jefferies leaves the room.) Mb. Rutland: Now, Barnes, I wish you would write up this investi gation just like we have done on our others and under "Primary Causes" I wish you would write this: First, lack of proper instruction in the use of protective devices; second, insufficient working clearance betweer the telephone line and the primary' line; third, poor judgment on the part of the injured in reaching over the inside phase of this 2300 voli primary without covering either the inside phase or the telephone line np. Now, for our recommendations suppose you write this and we cai turn it over to some of the rest of the gang and see what they think o It: First, that the following safety rule be sent to each distribution fore man and that periodical checks be made to see that they live up to it,-- make a heading like this, "Wires to be covered with protective devices"-- wires or apparatus shall be covered with rubber protective devices whei working in close quarters even with rubber gloves on poles or structure or around switch hoards, meter. houses and so forth, where either th conductors or the wires being worked on or the conduits or apparatus i: close proximity to where the work is being done carry a voltage of lx tween seven hundred and fifty to seventy-five hundred; or where sue! exposed conductors, switches, telephone wires, trolley feeders, strec lighting circuits and so forth are close enough to an employee in perform ing his work as to bring any part of his body in close contact or in clos proximity to same, shall positively be covered with rubber prote< tive devices, as line hose, insulator hoods, blankets and so forth. r -nriov, Tvnniri tirrHo that iiT and then take this letter to Buttle: 888 Fourteenth Safety Congress "Mr, C. O. Buttle, Superintendent of Distribution, Overhead Dines. Dear Sirs --- "Inclosed herewith is.a copy of the report of the investigation c fatal accident to Charles Wilson which occurred on September Employee, Charles Wilson, was a lineman under foreman Bob Jeffer "The report is self explanatory, but 1 Want to direct attention pa larly to one of the primary causes; namely, lack of sufficient clea between the company telephone line and the primary. Foreman Je% did not remember what the clearance was. and you may want to giv* sideration to the _jadvisability of issuing w memorandum to all of distribution foremen emphasizing this point.' "I am sending out from this office to all foremen a copy of this in gation report so they may take the necessary action in seeing that men positively use protective devices where there is any possibili contact with grounds or conductors while working on energized cir Very truly yours," Mb. Rutland: I guess that is about all. It is about five o'cloi wc will call it a day. (Applause) Chaibmak Scott: Gentlemen, this investigation has brought on fact that there is a good deal of difference in the ideas that the dift foremen and line gangs have with reference to the use of prot devices, so I have asked Henry Lueck, who has made particular stu protective devices, to explain to you just how and when these prot< devices ought to be used. I will ask him to do that now. REMARKS BY H. W. Z.UECK H. W. Iicecs: (Commonwealth Edison Company, Chicago, Illinois, have listened to this investigation of the accident to Charlie Wilson a great deal of interest, and I believe we all feel that if Charlie "VS had used some rubber blankets or other rubber goods, he would be o feet and living today. We seem to have the practice of protecting hands rather than the point where the man is more liable to con contact'with the energized conductor. Rubber goods have been used for protection for a long time, a have checked back to about 1902 when it was not, I would say, a con practice, but it was a practice among many linemen to pick up aj piece of rubber hose in some alley and cut a slit in It and then insert on the line for some protection. These things were done by those that thought of their safety. Of course, they were very few and were of course ridiculed and laughed at by many in the same way many of these things are ridiculed. But It got to a point where i came a common commodity. The first piece of rubber goods, as I said, was probably the hose, seemed to be the simplest thing or the beginning of the thing. Piiblic Utilities Section 889 In about 1904 to 1906 we have, the first blanket. It happened to be in a case that I checked up on where the foreman conceived the idea of using' some rubber that was used in the hospitals In surgery. They also used - this matting, corrugated matting, but in later years it was found that that would hold the moisture or the water in the crevices and it was abandoned.- The result was that the different people began to think about blankets that had a smooth surface so they could be dried off more readily. Then we got the blanket. (Indicating display of rubber goods.) This is the latest development in a rubber blanket. It has every feature that has been selected or suggested for a lineman's protection. It was made purposely a little heavier than the ordinary person would think would be necessary. That was done for a purpose--because, on windy days when the blanket is laid over the line it would be blown off. If it has some weight to it, like this-one has, why, it is more liable to stay on the line. Suggestions of various kinds came In about methods of fasten ing them. You can use a piece of marlin or slip through a piece of tape, or any. of those things, and you can then hold them on the line in a windy day. It is very limber. The fabric on the inside is cut on the bias so it can't be torn. This blanket will not tear when thrown over the line like a cheap blanket or a blanket not properly made. That is some of the features of this one. This blanket can be used over ordi nary line in positions where the other articles that I have here cannot be used. You can use it for examining over pot heads or where there are congested junction pole conditions, or over Insulators or most any where. You can always use it. It isn't a good practice to allow men to stand on this when working on a transformer; we don't allow that. But, sometimes you have conditions such as were brought out In this inves tigation where you have got to do- the work but you have got to do it safely, and you can't live up to the rule. If you lay the blanket on top of the transformer and then throw the tool bag on it--remember, I said "tool bag," not hoards; men have been injured by boards sliding off and also boards are apt to have nails In them and they will go through--it gives a man very good protection, but we don't' make that a practice. Also, when working in transformer vaults they are used. They are also good to lay over a manhole or a water main and they give a man good protection. The maintenance on these blankets one would think would be very high; it isn't. They can be vulcanized with the ordinary vulcanizing and after it is done that point Is really better than any other place. These blankets on test spot run as high as thirtylive or forty thousand, although that Isn't the way to test them. Line Hose Was The Next Thing The next article I have here is the hose. Naturally the ordinary gar den hose when it was slit and put on some kinds of line would open up and a man can be injured where the line wire slips through the bottom of the slit and he .gets in contact with ft not knowing that It is open. at the time. The lineman who was a safety man would tape up the 890 Fourteenth Safety Congress thing, but that was expensive, tape costs money, and it took time ti it on and time to get it off. So, this line hose was the next t (Indicating.) It had to be something that would loop on the lin had to be something that had some of the Goldberg features--you all seen Goldberg's cartoons--something that was different from the because we are all kids and linemen are all boys--they all like to s; things and-this springs. (Indicating.) This slides on easy; you this thing on the line wire and it slides right on and it remaii place; it slides right on the wire and locks itself and it stays or matter which way you bend it that slit is always closed, you can't it, it will not open up on the line. Another great feature is that i be easily taken off; all you have got to do is to start at this end a pulls off like the skin of a banana. (Indicating.) That -is a nove ture. In fact, men like to use this hose. It comes in two sizes. No. 6 wire this one, and then for 5/8ths they have this one. largest size I have on the table can be used for station work and large conduits or in working adjacent to them. It makes a good tection. These things should be put on . the line, however, only wl man wears rubber gloves; they should not be put on bare handed, test on these runs around thirty or forty thousand and at that it will flash through the slit. It wouldn't be practical to make ii bigger. We had a suggestion sometime ago to make up a few which would wrap around the line three times but it was impractica Since we began:'to think about the hose and making it easy fo men, then the men began to think for us, and the suggestion was n How about the insulator? That is where a good many men are g< hurt in cutting the tie wire off the top instead of the bottom, you cut that wire off too sharp it leaves an edge where the glove cut and ruined. The insulator is a bad point. If they are snubb* too tight, men sometimes bend the wire when they connect it uj they bend right into it. There are many other bad points abo So, this insulator hood was suggested and this device was made, eating.) It was thought at first to be impractical but it went ove It gives protection, it is rigid, it lasts a lifetime, and the malnte: Is very low. It comes in what we call two types, one is the male and the other the femalo type. The hose on the line will slide in into the end, and stay there. The complaint has been made tha hose won't stay on the line when it is slid in there and the sugg< is made to put a fastener on It; it isn't practical to be reaching i the insulator hood. I tell them to tape them on if they have to them rigid. If they have to be made permanent, I say, tape the ho: The male portion; of course, slides in. It can be used on double or in any space that you want. Suggests New Idea For Protection We have with us this morning one of the safety managers fror company and he gave me an idea today. It is very practical, in fa Public Utilities Section S9J is a practical man. In our company we only use the female type and we find that practical in our uses for our pole specifications from possibly twelve inches up. What he says we should do is to untie--if we have work there to do, we. can't take a line down--but to untie one of the double arms and slide a hose right into this insulator hose and then you have got one hundred per cent protection. That is, if you men are for economy, you can economize by using one hood_ on the double arm, if that is what you want to do. That is wonderful protection. This is a new rubber paint bottle. (Indicating.) It has the various compartments on the inside so the paint will not splash out. These various suggestions have been made from time to time. The old way was to use an ordinary milk bottle and hang it on the line. Men have been injured that way and they broke too many milk bottles. Then somebody conceived the idea of putting a tomato can over the milk bottle and they would forget themselves and have their gloves off and take hold of the bottle and--Charlie Wilson. This thing is of rubber. The substantial wiring is on the inside, running down the side. It is soft and if it falls and hits somebody that has got a soft head, it won't hurt them. There is just one other thing and that is: I urge upon all safety managers or men that have anything to do with line gangs to always see to it that men use these rubber goods in the places that they don't think that they ought to be used. If Charlie Wilson had had rubber goods on that telephone wire he would be living to-day. That is what we are after; cover up on the secondary work. Where there is a bad spot the line should be^ covered up at that point where they are going to do the work, that is, I mean in back as well as in front because our involuntary muscles don't tell us what they are about to touch, all they do is act involuntarily, but they are liable to come in contact with things behind. As long as we can't put rubber blankets on our feet we had better put rubber blankets along so if tbey make a movement they will not come in contact with some circuit that will kill a man. I will show you the latest development. (Indicating.) We have al ways been hollering that we had to get a coat without any metal fasteners and here is a coat that has got fasteners on it that will posi tively not pull out nor slip. This little tongue (indicating) is put through and that makes a knot without any metal. It has a static proof collar- The proof of the pudding is the eating--we have tried the coat and we have tried the collar. We have had it on and touched four thousand volts. Of course, we tried it on the dog first. The static will not follow up the wet portions of it because there is a dry spot in it, or a more dry spot, so the static can't go over it. It has a double slip for arms. It is a very good coat. It is hard enough for a man to work up on a pole without anything on, but when you give him a rubber coat he has got to he comfortable. Here is a coat that he can appreciate. Whenever you see a lineman working up on a wet day he has got the pnfirp rubber coat above the waist line. (Applause.) 892 Fourteenth Safety Congress Chairman Scott: Now I will ask Bill Harmer to put on the ] pressure method of resuscitation and I hope you will all get as out of this as you possibly can. PRONE PRESSURE METHOD DEMONSTRATION H. B. Harmer: The investigation of the accident to Charlie "W showed two points that we want to bring out. One of them Is had the line protective devices been used the accident wouldn't happened; the second is that if we have to have line accidents some remark is make that somebody in the gang doesn't know wfc do and doesn't know how to do it properly. I wish Bob, Jack and Scotty would come up here for a minute. You all have had the handbooks covering first aid regulations, thing has been talked about and the simplicity of it has been emph all the time. I think that is where the fault lies; it isn't so simple seems because you are dealing with human actions, in other words are dealing with a man's life. Men, I believe there are only two points in resu aclTastau ifai ought to remember. One of them is this: We ought to know lx do it thoroughly and in the proper manner, and the ifceud Is tin ought to practice. That is most important, because without pr you will never know anything about it; I don't care %S you km textbook in the country on resuscitation and you talk K the < resuscitators, unless you spend time in practice you wBi a tree lear prone pressure method of resuscitation. You will never learn it out you do it yourself. Until you can feel with your haa&s th* give and rebound, you will never know it. I think w have been at fault, fellows, because of tbto fad. We been assuming that everyone of us read the textbooks that have given us and that; we learned it. But, we haven't ijiutttatd jmxt. thing happens in a man's body. Everyone of ns Is a child and we are shown things, we will remember them. The UKvn that showed you these devices, if he had just discussed them there wo he one of us that would know a thing about it; but be showed ; line hose and that line hose will always be retained to your me Now, after seeing this line hose, if you never saw one before, yc* never forget what a line hose looks like. That is the way with resuscitation. Technique--and when technique I mean so that we can visualize what is going on in a : body. That is really of great importance and little remarks like S and Bob and Jack) made show, I believe, that that is where w possibly at fault and we are going to try to correct that particular This method, men, was advocated and is advocated for the reasoi it was found to be the best method that could be devised, not on] linemen, but for anybody. It had years and years of investigate fore it was put nut as a standard practice. As you all know it is Public Utilities Section 893 a. standard practice all over the country. I am going to show on the young man here just a few things that make up the body structure and by doing- that I am going to try to demonstrate to you the proper posi tion In which you should place your hands. To Make A Man Breathe, Is Aim Now, we all know this: that we must do the prone pressure method in a certain way. In other words, all we try to do is to make a man breathe twelve or fifteen times a minute. The normal man breathes every five seconds or twelve to fifteen times a minute.; If you run up and down this room four of five times, you will breathe a great many more times than twelve or fifteen times a minute and to get the body organs functioning again you open your mouth and gulp in the air. Kesuseitation is all based on common sense. If you want to get a lot of air in a man's lungs, open the mouth and see that the passages are not clogged up. Above all, don't forget that the time element in resuscitation Is of prime importance. If you can reach a man and get at him in a half minute, the chances are you will revive him; if you wait five minutes you lessen those chances; if you wait ten minutes they are even lesser and if you wait fifteen or twenty you have a deuce of a time. But, it doesn't make any difference -what the time is, you should try. Jfiveryone has had the experience some time during their life, and I know I have, when we were eating and something got down our throat and we started to choke and we went through all sorts of contortions and we were scared and then we were tickled to pieces when we got a breath .back. If a watch, were held on us, it wouldn't be four and a half seconds. You have got to have the atmosphere in order to sustain life. - Resuscitation is the ^restoring to their normal functions those organs that are paralyzed from shock. The shock can be either gas, electricity, fumes or traumatic, shock which paralyzes first the diaphragm and then the lungs and then the heart; and- then if wn don't get assistance, we die. One of the reasons we ought to know it and one. of the reasons we ought to practice it Is that we may be expert and yet it won't do us a darn bit of good unless there is somebody here that is going to bring us back when we get shocked. We ought to practice ourselves; we ought to make everybody practice; we ought to do it at home--you can't tell whether somebody that belongs to you in your family while you are away on a vacation is going overboard. Technical Knowledge Not Required There Is no technical knowledge required in the. prone pressure method of resuscitation, but just as I told you before there is a certain tech'nique of application that you must know. If you attempt to perform the prone pressure method of resuscitation by placing your hands and pressing on a man's shoulder blades, you might just as well press on 894 jrourteemn isajexy congress this table. If you press on the pelvic bone like this (indicating:) might as well do the same thing. If you press in the middle o back, you might as well do nothing--let him die. We are made up this way. Right down the center of our back 1 backbone, represented by that black line. (Mr. Banner indicate drawing with colored'chalk on a white shirt worn by a young r Then over here we have those two great big bones called our sho blades; heavy, thick, -reinforced bones. (Indicating.) Then, in we are reinforced again by the collar bone which goes across here which are fastened tightly to.this great big bone in here (Indlca called onr breast bone. These are all part of our bony structure. r. setting in sockets along-here (indicating) are our arms. Here ( eating) we have the big bone in our body called the pelvic bone. Now, men, the recommendations are that you place your hand 01 crest or top of the pelvic bone and then the first finger of your will be on a line with the lower floating rib. That is true in e body. You put your hand on your side--do it now--and the first f of your hand--of everyone's hand--will come right on a line witl floating rib. Next you place the heel of your hand, that Is this of your band (indicating) over this floating rib by just transfe: your little fingers to the place of the first finger, like that.' (Indicat That is the position in which to make the pressure. We have here that wonderful organ called the heart. (tndicat Then back of the heart we have other organs and then on the f back of the rib bones, we have the lungs which connect up with space or cavity above the diaphragm. We have here (indicating) ing ribs which come over and fasten to the breast bone. At the they are fastened securely, and bone, but when they get around in : you will note - the three lowest ribs divert into a substance bet bone and gristle called cartilage. In other words you have some ticity- They are the only ribs you can press. You can't press these (indicating) because they are reinforced tightly and they will r but these ribs (indicating) . nature has provided that these ribs be a what elastic in order to permit us to breathe. The most important organ in our body, men, and that is very ra talked about is the diaphragm. The diaphragm is an involuntary mi like the heart. We all know when we take a breath, but I ventui say that we never think when we exhale that breath; we do it Inv< tartly. That is what the diaphragm does for us; it pushes out of system that air that we have gotten all the good out of that ausl our life. It is the most important organ in our body. To Start Diaphragm Functioning When we try resuscitation all we want to do is to make the dfaphx start functioning if we can. That is what the doctor does with a born baby, he starts the diaphragm; if the diaphragm starts, the 1 lives. The diaphragm runs on a line practically like this. (Indicati It cuts us in two. If I could take Fergie apart we would find a mu Public Utilities Section 895 right across here with only two little holes in it. Right down here is the stomach (indicating) and then the big intestine on down here. (In dicating.) The prone pressure got its name from the fact that prone means lying on your face or lying on your belly. Whenever you lay a man in that position, the intestines and the stomach and spleen and the liver press up against the diaphragm; the - diaphragm in turn presses up against the heart, and that with your assistance in making a pressure on the floating ribs starts resuscitation or natural breathing.' That is what you are after. ___ Men, everyone of you can do this just as good as any technically trained man or any doctor. Now, I am going to tell you why: the doc tor or the technically trained man isn't'where the accident happens and we can't lose sight of the -fact that time is an important factor. You can't expect a man to live without giving him assistance when he has been shocked from any cause and the organs are paralyzed. You can't expect him to live without assistance. There is no -question about it and we can't fool ourselves about it. Try this little simple experiment. Mold your nose and mouth and I will say that there isn't a man in this room that can hold his breath two minutes. The famous Houdini's stock in trade is based entirely on the fact that he can stay under water two minutes and forty-eight sec onds. That seems funny, men. You have stood on the shore and seen a fellow, dive and been scared to death because he didn't come up. Hold a watch on him and see how long he was down. If he stayed down forty-five seconds, he is some diver. But it seems an awful long while when you are watching those things. Do this thing and then persist in doing it and then by practice every one or us will know resuscitation. There/ is no question but what we will have another accident, but then we will never have any comment like on this accident to Charlie where Scotty and Jack didn't do the work just properly or didn't know the technique. But, it has been our own fault because we haven't visualized what takes place in a man's body. ._ I am going to ask Bill to demonstrate this method to you. Fellows, just pay strict attention. I will tell you why. "We have a habit of listening to talk and we don't take in the little minute details. (The method of resuscitation was demonstrated by two men on the platform.) Now, remember, that you are dealing with a human life. We only have to remember four things: first, prompt attention; second, put the men in a proper position; third, the proper application, and, fourth, persistency, stick to the the thing until the thing is done or the man is surely dead and that takes a long time. Don't forget, men, that you have '. got to undo a man's belt, undo his collar, send for the' doctor, of course;, and holler for your first aid kit; but the "first thing to do is to start the man to breathing and keep the man breathing. Forget about everything else until you get it started and then wait for your doctor. Wet the man's tongue; pass miw capsules in front of his nose, if you have them, if you haven't, forge see that the air passages are clear in his throat; make a wedge 01 your-handkerchief and put it in his mouth because you must remei that the more air you get in and out .ofya man's lungs the more ch you have of reviving him. Application Once Every Five Seconds It has been demonstrated by scientists that by. the use of this me you get more air in and out of a person's lungs in. a certain numb< mlndtes than by any other known method. You will notice that in x the prone pressure method of resuscitation the ' application is made every five seconds. You will notice that the' operator gets his five onds by passing his hands back to his hips. You can say. "Pree on ribs; pressure oft;*' you can say, "One, two, three, four, five," or can say whatever you want to say, it doesn't make any. difference. The only difference between the application in case of electrical si gas, drowning or poisoning is that in case of electrical shock you ; work ou the man as soon as you get him, wherever he is; In gas c common sense tells you to take the - man in an atmosphere where t is no gas or poison; in drowning, you have got to bring him ashore the first thing you do is to jerk the water out of his stomach, common expression Is, "His lungs are filled with water." They not; his stomach and thorax are filled with water and all yon d jerk it out of there. We found quite a number of automobile accidents where people been allowed to die simply because of the fact that they had a > matic shock and resuscitation could possibly have revived them. Don't you see, men, that if you practice this thing and practice i each other that we won't have any more adverse comments about knowing how to do resuscitation, and we shouldn't have. Firsl course, we should try to avoid the accident by using the prole, devices furnished; but we want to know this, too, because people hurt where they can't use devices and people get hit by automobile Remember what I told you before and consider somebody in own family; if you could revive somebody that belonged to you i would be a certain feeling that couldn't be explained. I want to l a position and you: should be in a position to know how so If auyt happened to anybody we would know what to do. (Applause.) Chaiemax Scotx: Mr. Bloomsburg is here and I have asked kt give a little bit of a talk on the Linemen's Accident Fmeafioa Be mendations which was issued by the National Electric Tigkt Jk Mnrfi copies of which were furnished to all of you linemen. REMAKES BY MR. BLOOMSBURG Mg Buioxsbcbo: Gentlemen, we are going to make this rather ! but we feel that it Is a subject of much importance. I hope that u - rnmmMrn. ; <S `e- Public Utilities Section 897 many- of you at least, are familiar with this course issued by the Acci dent Prevention Committee of the National Electric Light Association, the Accident Prevention Course for Linemen. I am not going: to attempt to review this; but it is a little loose leaflet in form which gives some very valuable information on the best ways of applying it. I would like to add just one or two words to that, though. In handling this course in attempting to educate and instruct linemen there are a few things which some of you realize and perhaps know but that ought to be kept in mind continuously. This course should be more or less of an informal matter and the first . point I want to leave in your minds is to encourage discussion among the men. Don't talk at them. The course should not be handled as a lecture proposition by theoretical or general discussion of something which doesn't get across to them at all; but you have got to get right down to the men and if you can get a man to say something, even if he doesn't agree with you, if you can get him to say something, you know you have got his interest and that he is going to think a lot about it. Encourage discussion. The next point is to get down to brass tacks wben you are handling this course. This course is a skeleton or an outline which is prepared for use over the entire country. Naturally there are a lot of details which couldn't be put in. Questions of practice with different compa nies vary. This is just the general basis. You should have a group of five men, maybe ten men, but not more than fifteen men at the most. Then get right down to brass tacks, to the specific problems and hand out some of the facts in this course. The third point that I would like to mention and which we found to be a rule is to have something definite and concrete. The course usually lasts. for thirty minutes, sometimes a little longer. If you talk for a half hour, even if you get the men to. talk part of that half hour, it be- . gins to drag a little bit. If you can get something definite to work on, or get some photographs, or get the specific situation that you are dis cussing before them, that will help to hold their interest and help to get the idea across. ._ Chairman Scott: Now, gentlemen, we have a visitor to-day. It is rather unusual for us to have somebody out of our own. country to come to see us. This gentleman happened to be in the city and he is a friend of mine and he has had long experience in safety work.. I Ltake great pleasure in introducing Mr. Maclachlan. REMARKS BY MR. MACLACHBAN Mb. Wlixs M-\cr.Acnrr.AN (Electrical Engineer, Toronto, Canada): I think one of the first things that should be done in preventing accidents to linemen is a thorough inspection of all linemen's tools and equipment at least once a month by their foreman and a report of that inspection made. Take for instance a lineman's belt. One of your men has loaned me S98 ^ . Fourteenth Safety Congress a belt so that I can show you some of the points in connection w; You remember the old ring there was outside the belt hook with a going around it. If the D ring gave and hooked around the pol man turned a somersault and then they took him to the hospital, frequently if he landed on his head or his shoulders It was a fatal The 33 ring now is put inside of the belt. Another thing, the old cast iron snaps that were all right on 1 harness were found to be not good enough for linemen and now we to go to drop forge steel. Now, you will notice, as another point, that there are not many ] for tools on that belt. (Indicating.) If the man really wants tc strap can be put on there, but most men to-day are going up and t a canvas bucket with them on a handline. Now they climb up th and then pull up their bucket with all their tools, tire wire, et c And, another thing, they are not making elevators out of themselve they haven't got a young machine shop on their backs. Another thing is the old chisel that is burred over and when it a little further is it going to fly off and hit you in the eye? You know. When those chisels start to go over, send them into the smith's shop and have them trued up. Don't put them back in th box; if you do, when you want to use that chisel again you won't time to get it fixed. Those are some of the things a foreman watch. Another thing in connection with your overhead lines. I have the investigation of this fatal accident to one of you. Isn't, it while to plan these overhead lines well in advance; work them and when you are building a buck arm corner, just remember the may have to go out and work on that corner on a pretty sleety next March. Just give yourself a chance to do that work In a r able way. Are the transformers back to hack on the poles? Flat overhead work well in advance and work these points out so th won't have any difficulty with them. CiiAntitAX Scott: There is one more item of business and that report of our Employees' Inspection Committee. II. A. Molt presented bis report. COMMITTEE REPORT ON UNSAFE PRACTICES AS CONDITIONS We are submitting the following inspection report for your ap and consideration as found by this committee on their inspection f month of September. 1925: Store Room: Housekeeping conditions in the line material stor< were good with the exception of a few cross arms which had no piled up. All fire extinguishers bear tags with the refill and dates on. fjinemen's Room; This room would be greatly Improved if the li Public- Utilities Section 899 would keep their clothes hung in the metal lockers provided for that purpose. Line Truck No. 1: One rubber blanket found-to be torn and should be discarded and a new one provided. It is recommended that at least 6 line hose and 6 insulator hoods be provided for this truck. At the present time there are only two line hose and two insulator hoods, which-is not an adequate supply. During- the inspection of this truck it was noticed that when the line man on the pole called for material that the groundman threw it up to him. This is a very dangerous practice and should be discontinued at once and tool bags used. . The rubber gloves were tested and appeared to be in goOd condition with an adequate supply on hand. The fire extinguisher Jiad been refilled recently. The first aid box needs a supply of iodine and individual bandage and the practice of putting dirty bandage back in the kit should be discon tinued. House Wiring Truck: The equipment on this truck is all in good con dition. It appears that some of the men on this truck are more careful of the equipment and truck than they are of themselves, as it was noticed that one of the men was on a ladder cutting a hole in a brick wall for a service outlet and did not have on goggles. The ladder was not lashed at the bottom to keep It from slipping, and was standing on a cement sidewalk. It is appreciated that you men cannot always find a place to lash this ladder and in this case a man should he stationed at the foot to hold it. Goggles are provided for your use and under conditions men tioned above you should use them. Line Truck No. 2: The equipment on this truck is in good condition, although the practice of taping handles should be discarded, as this covers up the defects and it is not advisable to use tools with broken handles. ' The men working on JJiis truck are at present stringing in an addi tional phase of primary and it is recommended that the man stationed at the reel paying out wire should use an insulated stool and wear rubber gloves. Some of the linemen that were doing ground work, were walking around with their spurs on. This practice should be discontinued, as we have had several accidents in the past from this source. It was very gratifying to notice that all of the safety belts were soft and pliable and in good condition and that the average length of the spurs was about 1% inches long. z These inspections are made each month by this committee of three for the purpose of helping to make your work safer and we enlist your cooperation. Chairman Scott: I will ask the secretary to refer this report to the proper department. Following a motion to adjourn I will turn the chair over to Mr. Webber. Whereupon a motion was made, seconded, and carried to adjourn. 900 Fourteenth Safety Congress DISCUSSION OF R. O. BENTLEY'S PAPER ON "WHERE START SAFETY WORK" H. B. Taylor, Detroit Edison Co., Detroit, Mich. Safety should begin, with the head of the company and extend > through Department heads and foreman to the last employee. To end a thorough system of education with demonstrations is necet Safety should be the first consideration when starting any work should be constantly in mind from the time the work is laid out it is completed. In line work this involves many things; an impo item being climbing clearance on poles. The necessity for this i vious and we are providing for it on all new work and on rebui or maintenance work. Safety appliances are another very impc item--they comprise rubber gloves, shields, blankets, tubing, etc. the means of maintaining them in perfect condition by inspection, and replacements. Many thousands of dollars are spent annually by the Detroit E Company for such items. For work on our lines operating, at from : volts to 120,000 volts, we make use of special "hot wire'* tools. 1 again must be kept in perfect condition which means among other 1 that they must be dry. We keep them dry by having duplicate > ment, the idle outfit being kept in a specially constructed and 1: room, temperature in which averages 80F. Our "Hot Wire" wor been very satisfactory from all points of view. Safety, of course, first. Tools andL belts are also inspected periodically and belts t The responsibility for the use of safety appliances is placed c foreman and we make it a part of his duties to see that proper guards and caution are used. In a few cases this is difficult as linemen naturally resent the compulsory use of safety appliances, ing a possible reaction on their ability to safely handle them: Diplomacy must be used in such cases. The fact seems well established that accidents which do occur it of our precautions, are usually traceable directly to carelessness workman himself, which in turn seems to be frequently due to cupation, possibly for. the reasons given by Mr. Bentley. I do no to think, however, that men would deliberately invite accidents family quarrels. The answer to these is the system of educatio viously mentioned, which is also supplemented with constant rem in the way of posters, published accounts of past accidents, etc. atmosphere of congeniality mentioned by Mr. Bentley is very imp also and our company is very proud of its record on this point. Since the prone or Schaeffer method of recuscitation is quite gei taught and used, it would seem that most of us expect some aci and with this in mind it might not be out of place to ask what are taken by other companies to lower to the ground men wl injured, possibly not seriously, but in a way tbat they cannot gel unassisted. __ Joint Meeting of Public Utilities and Electric Railway Sections September 30, 1925 H. M. WEBBER, Chairman, Public Utilities Section Superintendent, Department of Claims, Illinois Bell Telephone Company, Chicago, III. H. M. KEYSER, Chairman, Electric Railway Section Secretary and Attorney, Washington and Electric Railway Company, Washington, D. C. HB Joint Session convened in tlie Hotel Winton, Cleveland, Ohio at X10:15 o'clock, H. M. Webber, Chairman of the Public Utilities Sec tion, Superintendent, Department of Claims, Illinois Bell Telephone Com pany, Chicago, Illinois, and H. M. Keyser, Chairman of the Electric Railway Section, Secretary and Attorney, Washington Railway & Electric Company, Washington, D. C., presiding. THE VALUE OF THE LOCAL COUNCIL TO THE RAILWAY AND UTILITY C. B. Proctor, Claim Agent, The Memphis Street Railway Co. and Memphis Power A Light Co., Memphis, Tenn, This subject presents many difficulties when an attempt is made to express definitely the value of the Local Safety Council. As claim agent, when asked to state the results obtained by following a given plan, I can, from my records, readily funish the answer. This however, presents a very difficult proposition, for it is impossible to measure in dollars and cents the value of the council, nor can it he reckoned by the number ot reported accidents involving public utilities. To estimate with any degree of accuracy its value to the utility, it is necessary to take a brooder view and consider what effect it is having on the hazard habits of the community and from a general knowledge of condition* determine what real benefits have been obtained through the influence of the council on the habits of the people as a whole. 901 903 Fourteenth Safety Congress I do not propose to burden you with a lot of figures showing redui in our accidents and consequent costs, -for too many factors enter this, but will endeavor to show briefly the value of the council to city as a whole, as well as to the utility companies. I know that you will all agree that whatever benefits the commi (from a safety standpoint) benefits the utilities. As I see it, the cipal effect of the local council is to educate the community along s; lines. Informing^city administrations as to best traffic regulations laws, showing them where dangerous points or conditions are lo< and how best conditions can be bettered, are very effective meat bringing about that education. Our council has a traffic committee composed of experts who are tinually studying: conditions and making to the city administration ful suggestions. The citizens themselves must be educated to the that a large majority will not only exercise due care and caution i selves but will give a hearty support to the administration in its < to enforce reasonable safety regulations. We have gone at this in va ways. Time and space does not permit me to give them in deta will, however, mention a few. Junior Councils Have Done Excellent Work There is no better way known to reach people than through the dren. To this end junior councils have been organized in all o schools. These have done a splendid work. Educating children safety lines; extending their activities not only to seeing the childr congested points to and from school, but also to the home and ground 'the junior council has done much to protect the limbs and of our children. Impressing them with the value of life, limt property, the appalling cost of carelessness and the ease with whic one may be conserved and the other may be prevented, are obje> lectures and other forms of instruction. We conduct smehool for truck drivers, or rather two schools, oi white and one for colored. These schools meet once a month. The age attendance last month was 350 white and 250 colored chau' The benefits derived have been great, not only through the effect those attending the school, hut through their influence over other feurs. The results obtained from the sum total of the activities council have been far reaching in effect for good. As an illustration, a short time since, I heard our mayor stati before the advent of the council he had attempted a rigid enforc of the then existing traffic laws and was unable to carry out his p' account of the lack of support from the public, but that now he h hearty support of our citizens and that it would have been imposs: have obtained this but for the educational campaign of the local ct Our citizens must be taught safety. This teaching should begii the children and continue on up to the older persons and in no wi Public Utilities and Electric Railtcay 903 this be done as well as by the local council of the National Safety Council. It is impossible to even estimate its value to the public utilities. To grasp its wonderful possibilities it is necessary to realize that it is a separate and distinct organization intelligently preaching and teaching safety all the time, reaching the community in many ways that are close to the utilities and impossible to accomplish by any other means. Our local council is now entering its third year of activity. Should any member desire figures as to what has been accomplished in Memphis, the secretary, C. M. Anderson, will be pleased to furnish them. CONCRETE RESULTS FROM SCIENTIFIC ACCIDENT PREVENTION Isaiah Gordon of the Bureau of Safety, Chicago I believe we will all agree that there are good and bad methods of conducting accident prevention work, just as there are right and wrong methods of salesmanship or banking or any other branch of industrial or commercial life. For--the purpose of these remarks, however, let us confine ourselves to a consideration of definite results obtained through the operation of efficiently organized permanent safety programs whether within our own electrical railway industry, some other indus trial branch or' in the field of public safety. It is well for us to occasionally look out over the fence surrounding our own field of endeavor, and take note of the accomplishments of others, lest we become too self satisfied. We have no patents on safe ty methods and to gain a broader view of methods of prevention so universally applied, makes us more eager to maintain the electric rail way's position in this work. There is much of value in accident statistics. Reduction of accidents and accident cost, however, are not the sole results of scientific accident prevention and there are certain other factors which 1 desire to mention. One thing that all must agree to, is the changed view-point with refer ence to accidents which used to be regarded merely as incidents. Base ball players thought the man who protected his fingers with, a glove was a molly-coddle. Riding in an automobile was considered a death-defying adventure. Tobacco was the famous first aid for cuts. Flies were thought harmless. More than, one hath a week was considered injurious to health. Night air was thought to be dangerous and missing fingers were looked upon as a badge of an experienced worker. Scientific accident preven tion has altered these view-points until accidents are not now. considered necessary or desirable. Safety Work Has Resulted in Better Industrial Relations There seems to be no question but that good results have been obtained through safety activities by way of better relations between 904 Fourteenth safety uongress the management and the men. This is quite natural, because real tl ing lessens the gulf between them, no matter what their environs occupation or station in life. This get together spirit has resulte many advantages to employes and to the management, for the mm ment has profited by the increased loyalty and interest brought a by a friendlier attitude resulting in closer co-operation: a desire a will to do that which will benefit the industry. So much for in results--yet we must say that human results enter greatly into figures which follow. Everyone will agree that, $51,000,000 wasted in one year becatu accidents on railroads is appalling and needless. What would it there were no effort toward scientific accident prevention? The soling fact is that the number killed on railroads in 1924 decn 17 per cent per million man hours and the number injured decn 16 per cent. It is hoped that by 1930 this may reach 35 per cent. Di the first five months of 1925, there was a decrease of 16 per cel traffic fatalities, according to the American Automobile Associati Railway accidents were first compiled in 1888. In that year, passengers and 2070 employes were killed. In 1924, there were passengers and 1533 employes killed. This is a reduction of 53 per in passenger and 26 per cent in employe fatalities, notwithstanding fact that since JL888 railway passenger traffic has more than tn Railway freight traffic has increased six times, and the number ol way employes has grown from 700,000 to nearly 2,000,000. Accidents at highway grade crossings have come in recent to be the most prolific cause of fatalities on railroads. Of coura growing use of ^automobiles is the chief cause of this. Howeri 1917, there were 22 fatalities in automobile accidents at grade cro* for 100,000 automobiles in use, while in 1924, there were only te every 100,000 autos in use. The Chattanooga Street Railways reports that the results equ efforts made. For ten years preceding organized safety work, the c amounted to 12 per cent of gross passenger revenue. In 1918, i as high as 17.7 per cent* a total expenditure of $152,604.00 for the In 1919, organized safety work was established. That year < amounted to 7.7 per cent of gross. In 1920, it was 7.1; in 1921, $42,050. Seven months of 1922, it was 3.45 per cent a total of $18, for claims. On iMay 1, 191S, 203 law suits involving $1,065,880 pending with 103 open claims on file. This was just prior to th organized safety work -was started. Their July 1922 report show law suits pending, amounting to $2S5.450 with six outstanding c The Chicago and Northwestern Railroad reports that, "In 1 and one-half years of safety effort, 1381 lives have been saved and from injury, a reduction of 40 per cent in employes killed and 2 cent in employes injured." The Interstate Public Service Company, a well known, electrh way and utility property in Indiana reports, "We have grown s Public Utilities and Electric Railway 905 and the number of - employes increased so rapidly that it is hard to giTe specific statistics c&Tering the safety work. We have had organized safety since 1907 and our efforts are continuous. It is considered a part of oar regular business." The Chicago and Interurban Traction Company, an interurban 56 miles long, operating between Chicago and Kankakee, Illinois, began organized accident prevention in 1920 and states that, "Since then, boarding and alighting accidents have decreased 37 per cent. The num ber of accidents caused by cars hitting automobiles has decreased 35 per cent. We have no head-on collisions and but one slight rear end collision resulting in no damage. Derailments have been reduced to an amazing extent by careful operation and improved track conditions, and by the trainmen and other employes calling attention to parts of track where attention was necessary. Overhead trouble has been reduced by cooperative effort of the shop, line and road department employes. Car equipment failures have also been reduced. Every possible effort has been made to instill in the thought and minds of each employe that safe operation is the only efficient method of operation and that no other method would be tolerated: that the chance-taker and careless employe is of short life. This is Illustrated by the fact that during this entire period of five years only one employe has been removed from service for careless operation. The labor turnover is best illustrated by the fact that the youngest motorman has been in service since September 1923 and the youngest conductor since September 1924. We are firmly convinced that this record could not have been attained without the excellent and scientific methods of organized accident prevention effort which has resulted in treating intelligent thought and action without which, no enterprise can- succeed. Youngstown Municipal Railway had "206 less accidents in 1924 than in 1923, notwithstanding the fact that 104 more automobiles collided with street cars. This type of accidents has increased over 100 per cent since 1920. In 1924, there was a 12 per cent decrease of cars hitting vehicles, but an increase of 16 per cent in vehicles hitting cars." Chicago, North Shore and Milwaukee Railroad Company reports a "reduction of 14 per cent in 1924 over 1923 in public accidents and 14 per cent in employes accidents. So far as employe accidents are con cerned, the severity rate was reduced from 16 to 9.6 days. On the "North Shore" Milwaukee City Lines, there was a decrease of 51 per cent in accidents caused by cars striking vehicles as against an increase of 2 per cent of vehicles hitting cars. Chicago Rapid Transit Company. The first six months of 1923 com pared with the same period of 1925, shows an increase of 3.8 per cent in the number of employes, or from 5479 to 5688. The average number of employes, disability injuries per month reduced from 23.5 to 21.2 or 10.2 per cent. The average number of days lost per injury from 12 to 7.1 or a decrease of 4.08 per cent. Per cent of employes sustaining injury from .427 to .372. 006 -- 'Fourteenth Safety Congress Safety Movement Develops Hidden Unselfish dualities I quote from a paper presented by Britton I. Budd, president of line: "The safety^movement seems to bring out and develop tl unselfish qualities and stimulate interest in our fellow worker to' s an extent that those who take an active interest in it, obtain a broe vision, which leads to greater success. Doing things in a safe mar must be studied and practiced until it becomes a habit." The Union Traction Company of Indiana reduced its rate per $10 payroll from 2.65 to 1.00 or 62.3 per cent. An Old Established Railroad from 3-OS to 1.64 or 47 per' cent. The Boston Elevated carried almost a million passengers daily 1922, yet a report of the'cost of injuries and accidents during the 3 ended June 30, 1922 showed the $476,844.62 spent during that period t< by far the lowest proportion to income for many years; actually $3 000 under 1916 figure, and $300,000 under 1910, although the la year was oue in which receipts totalled but slightly over $15,200,00( against almost $33,000,000 in 1922. In 1919, 252,927 passengers v carried to every -- so-called "alighting" accident and 356,486 to t boarding accident.., Passenger safety has steadily improved. In 1 statistics show 395,337 passengers carried for every "alighting" acci< and 560,6S2 for each boarding accident. Motormen take considerable pride in the record for personal c sions which went from 82,129 car miles per accident in 1919 to 112 in 1922. The United Electric Railways Company accidents decreased dui the month of May 1925 to 527 as compared with 600 during May 1 The Delaware and Hudson Company completed its safety organiza in 1919. In 191S, there were two employes killed and 329 injured 62.4 casualties per million man hours work in the car shops. Du: 1919, one car man was killed and 15S injuries, or 30.2 casualties million man hours. In 1920, 18-2 casualties per million man he which was further reduced in 1921 to 11. The Susquehanna Division Car Department, including Oneonta Sh worked free from j-eportable injuries for eight months or 938,461 : hours. ^ The Pennsylvania Division Car Department, including Carbon Shops, worked five months or 503,055 man hours without a report injury. The Colonie Car Shops went over sixteen months or 1,350,000 : hours without a reportable injury and are still running clear. In 1 there were 98.6 casualties per million man hours, compared with 7. 1924. ___ The Saratoga Division Motive Power Department, including Col Round House, worked 410,267 man hours without a reportable inj During the year 1924, they had twelve reportable injuries as comp, with 51 in 1918. Public Utilities and Electric Railway 907 The Colonie Locomotive Shop, with approximately 1000 men, worked free from reportable injuries a total of'783,471 man hours. They add "that while in their opinion the new man is an accident risk, length of service in itself does not make men careful, unless they have been given the proper safety training. In other words, unless the best methods of education and training are applied to men now engaged in the service, standards of safety cannot be made nor maintained." The United States Steel Corporation shows 39,374 employes have been saved from serious injury in seventeen years, 1906 to 1933 and from 1912 to 1923, 244,688 saved from injury in the eleven years. The Youngstown Sheet and Tube Company reports that "comparing the accident experience for the years 1918 to 1922, inclusive, with that of 1917, the records show that 4349 accidents were avoided." The" Henry Diston and Sons, Philadelphia, shows a reduction in 1924 of 76 per cent in severity rate over' 1916; 71 accidents causing loss of 1774 days in 1924, as compared with 300 accidents and a loss of 5471 days in 1916. While the number of days lost showed a big reduction, the number of cases treated by the Medical Department increased greatly, a striking testimony to the value of First Aid in preventing lost time. The company saved $75,000 on insurance premiums alone during the past nine years In Pennsylvania, the manual rate for steel manufacturers is $1.20 for each $100 in wages paid, while the companies' rate for 1924 was $ .66? The Hudson Motor Company had some dangerous press-feeding condi tions. After a hand of a workman had been lost, they spent six weeks working on a remedy. They had been able to get out only 400 rods per hour. After the remodeling of the press, the output was 1600 an hour. The installation cost $1200, but the increased production soon more than -.paid for the investment and best of all, they have forever elimi nated the chqnees for amputation. 90 per cent of the output of the presses can be taken cafe of without getting the hands under the press. The Fisk Tire Company reports that the .lost time from accidents showed a reduction of 62.7 per cent in 1919 over 1917 and a correspond ing reduction until 1922. In 1923, there was a reduction of 76 per cent over 1917 and in 1924, a reduction of 86.3 per cent over 1917. Had the 1917 rate continued, 5178 men would have suffered injuries. A conserv ative estimate of the number of days saved from 1918 to 1924, inclu sive, is 83,234. Assuming that .these productive days represent eight hour days at $.60 an hour, it would amount to $399,523 in wages saved by the Fisk employes. This resulted in a great saving in the insurance premiums, approximately $110,250 voluntary recognition by the insur ance company of economic value of the company's effort. The Hydraulic Press Brick Company's costs per thousand bricks were reduced to a little more than one-third of what they were four years before, in spite of higher rate for disability compensation. In 1920, when this company began its safety work, its accident costs that year were 1S.3 cents per thousand brick. In 1921, it dropped to 16.4; to 12.7 2*^ 908 Fourteenth Safety Congress in 1922 and to CJ la 1923. Up to October 1924, the accident cost : 1924 showed a redaction oC M per cent over the same period oC 19 Along with this wring, there has beat a substantial reduction in 1 number ef accidents and time lost per 100 employes. The Alpha Portland Oamesrt Company reports that it operated ei| plants in -various parts of the country during 1922, with a total almost fire million mas. hours without a single fatal accident. The recc of 87 cement plants in the United States and Canada shows that 1921 one fatality for evey 1-4 million man hours occurred. From IS to 1916, five years, there were 31 men hilled while in 1917 to 1922. f years, there were but nine killed. Reduction in lost time per one hi dred thousand man hours, 21 per cent. On a basis of 32.500 for each death case and each total disability ca the six cases reported in 1921 represent a total compensation payment 315,000. As there were no deaths in 1922, this amount 'was saved. A. Pittsburgh steel corporation, employing 8,000 men, reports tl the use of goggles prevented from twenty to twenty-five cases possible loss of vision with a resultant saving of from $50,000 to $60,( annually. Kimberly-Clark Paper Company, Neenah, "Wisconsin, using 1917 < perience as a basis reports that the saving in man days made, as i result of safety work up to November 1923, applied to paper prod-, tion, would produce a finished sheet of paper six feet wide and oi 50.000 miles long, enough to encircle the globe twice. One mill wi 420 men had gone 149 working days without an accident and anotl with 700 men, 120 days without a lost time- accident. Central Illinois Public Service Company, operating electric, gas, was and railway properties in about 250 points in Illinois, went two ye* and four months without a fatal employe accident, a remarkable reco: Another concrete result is that most managements have come to 1 lieve in the fact that the safety movement is good business in more wa than simply preventing accidents to employes while on duty. There s worse things than having a leg cut off. .Our daily papers are full of s< row, suffering and unhappiness brought about because of the failure think of consequences before - acting. I believe that the best results accident prevention come to all by creating the habit of thinking befc acting in everything we do, which has to do with our physical or menl welfare. 7 SYSTEM OPERATION OR LOAD DISPATCHING FROM A SAFETY STANDPOINT C. P. 'Hubbard, Chief System Operator, Detroit Edison Compai Detroit, Mich. The System Operating or Load Dispatching Department is a name * signed to the department in a central station company, which has enti charge of the switching and operation of all lines and apparatus on tl Public Utilities and Electric Railway 909 system, and the distribution of load between the power houses if there is more than one. It is the system operator's duty to shut down all lines and apparatus for men to work on same and see that all sources of po tential are cut off and proper safety measures taken so that same cannot be made alive without his knowledge. All clearances on the lines and apparatus come through this department so that same cannot he put in commission until all departments are clear. On small systems this work is usually handled by the operator at one of the large substations or the power house and his activities might extend to the maintaining of proper voltage on distribution lines, laying out new circuits, power lines, etc., but no matter what size the system may be it is necessary that a com-, petent man be in charge to handle this work. When a system is operating smoothly very, little thought is given to the system operator but at this time he is keeping the lines and power houses operating properly from both an efficient standpoint as well as a safety standpoint, shutting down lines and apparatus for the various departments to work on same and keeping his records correct of switches operated and the men who are calling in on these lines. When system trouble develops from storms, cable trouble, or other causes, he is the man by whose energy, knowledge and positive Instructions the various parts operate again as a whole after the minimum of interruption to service-- whose continuity is the most ardent desire of any utility, whether it be large or small. And doing all of this with, the maximum safety to em ployees of his company and those of the inter-connected companies, if any, and by all means and at all times to the public at large is the big job of the system operator. In this department there is certainly a great opportunity for, and usually a keen appreciation of, safety in its broadest and best application, as these men are dealing continually with men from all other departments, especially those working on and near high voltage lines and apparatus, and they have an Ideal chance for observing when safety measures are needed and of making safety suggestions. In our company they are the first to' hear about an accident, especially it it happens in a substation, power house or on outside lines, and it is their duty to get as much detail as possible and notify the proper department heads. Standard Set of Safety Rules Not Possible I have found, from visiting other companies and talking with men from other companies, that it would be impossible to make a standard set of safety rules for system operation which could be used by all companies. This is on account of the different operating conditions, size of compa nies, organizations, etc., but each company has about the same ideas of safety in mind and has made rules to suit their particular conditions. Many of these rules and regulations are the result of accidents or near accidents, and I am sure that the companies that promptly study each of their unusual happenings and make rules to prevent the same occur ring again will go a long way in real accident prevention. With this idea in mind, I will attempt to give you some of the safety snu Fourteenth Safety Congress rules and ideas carried out by tbe system operating division of *] Detroit Edison Company. This department was organized in 1904 handle a system of one power house of 8000 K.W. capacity and ei, substations, and has grown to a system of four steam and five hydrai power houses with a rated capacity of 500,000 K.W. and about 145 s stations. During this growth we have always made it a rule to follow each accident or near accident, trying to make a new rule or some chai in arrangement or method to prevent a recurrence of the unfortuate h pening. Although many of the rules 1 shall give are the result of a< dents or near accidents, it need not follow that we have waited for a< dents to occur before formulating rules and schemes for their prevent! for we are continually on the lookout for unsafe conditions and find necessary to make new rules and change the old ones to cover th< conditions. The organizationrhf our company brings the system operating dep ment directly under the general superintendent. A chief system opera is in charge of the department and the system operators are rated, acco ing to their ability and service, as senior and junior men. Once es= week all department heads having charge over the operation and mail] nance of lines ant apparatus meet in conference and talk over, the hi penings of the previous week. All important changes in the system a any accidents or mistakes are talked over and a decision made on a new rules or changes of practice to prevent possible injuries or dama; or the recurrence o_ the accident. One of the big problems is tbe picking of men for system operato The man in this position of extreme responsibility must be level head so as to be able toruse his best judgment in time of trouble and gi advice and instructions to others who may get excited; not too fast, he may not give enough thought to a condition of the system befc giving orders (a very fast man is likely to hurry an operator and cat] him to become confused); not too slow, as he usually has interrupt service to restore. .He must be able to judge the man. with whom he dealing so as not to give too much detail in his orders to a good man insufficient information to a new man. He must know his system detail so that it will not be necessary at the time of an emergen to take valuable time for reference to diagrams, maps or rule books. 1 must keep all safety rules and regulations in his mind at all times a: be on the look out for conditions which are not covered, so that he c: protect', as far as possible, the public and employees. The men we nc have for system operators are all practical men who have had a numb of years experience in all classes of substations, getting the more diver fled (.raining along the line necessary to qualify them for syste operators, having worked with the men of the overhead, undergrour electrical construction and maintenance departments, when they a building and putting in commission different substations. We now ha seven system operators and two apprentices. Two men on duty on ea> trick from 7:00 a. nH until 11:00 p. m. with a third man acting as reli for lunch hours, and one man and a clerk on duty from 11:00 a. m. un Public Utilities and Electric Rni'.irtttj Dll 7:00 a. m. Two men on the board during the busy hours and heavy load periods is a very good safety measure for in all matters two heads are better than one, and working together and checking each other in the right spirit, we find is bringing thei desired results. Also it is desirable. If possible, not to keep a system operator on the board too steadily, three days a week is long enough on a large system. We are trying to plan a system whereby each man will have one day off and one visiting day each week. Radio Used To Communicate With Leading Plants The system operator's office is connected to each substation and eacl: steam power house and water power plant by both public and private System Operator*# Office, Telephone and Instrument Hoard#, Oetro Edison Company. telephone lines, the latter owned and maintained by the company. Radi is also used to communicate with our leading plants and experimenl are being made for a carrier current equipment. We are now using a twi position telephone hoard (Cut No. 1) but have a four-position board o order at the present time. The system operator controls every switch on the entire system, dii tribu'tion as well as transmission (with a few exceptions, such as machin switches and generator switches), and keeps a record in a daily log boo of all switching changes and happenings on the system. For a systei 912 Fourteenth Safety Conyresm diagram board for keeping a record of the suth-haw wMA ur open closed on tbe system, we hare a ache-- fiSemK Ml any seed where, I believe, and it is sox king oat WXJ flMMtdSffiy, haMMl d large circular diagram board used by man aRBgMWk arkinJI is an to keep up to date and shows only amMHMMS iHflk m am a wj diagram of each station showing dhMaafcmssn bm as mi ns tsm sion lines, mounted on haty 'owpOMWf Itfc 9 ami tUSed fa venient racks (ths is Cat Sk 3? lass he lipiMum epeffsssrs. position of P twttcbn ts shewn ly wiswe say hiair: fOMa hfit switch closed; Red tbdfemse* Wht apah Mi I# mgptdfc; tsek System Operator's Ofpce. Dispatcher's Operating Print, Detroit Et Company. cates switch is open. All wiring diagrams and line alterations are 1 up to the minute by noting all changes in red pencil. New prints issued at weekly intervals or more often if necessary. These prints also used by various departments in- the company who have occasioi work on or talk about the electrical connections of a station or pa house. Also, when corrected prints are received by various departm each week with a list of changes made, this acts as a notice that cer new apparatus is now in commission and certain changes made. Three large maps showing tbe entire transmission system are a Public Utilities mnd Electric 913 These are photostated a gam- tmuux <*> m tt* fee convenient for system operator to as#- c fwfapsait MWK THoum Btfis are of the 4600 volt system, tMS isB 3Qr opoFeM tmm SMB imB antelan system and show fntercoaneeCMB IWlk dtft Wujl asp lMMAP piscrtf Is hold ers directly in front f K slBiiBgli; SPBMCB iHitil WBm dMSfes, and station when tehfhMlm Sr 2r IBr dlM^ tts Mpr WiliT diagram board. = The system opemSMP*& SKHHfr eftSSSBISr - a**ejr rtasnJpnh'ie ia the "red tag" or "hold wmrtfc* m* mm mSmmimt SSMSI nMjMMi Ii and too much stress cannot be pan ee H puamc. <Mp M> B abaac inches with the #9fs, IWr- f*B* 0B Cwi is**,** printed In System Operators Office, 'Dispatcher's Board, Detroit Edison Company. black on both sides and the words, "System Operating Dept.," at bottom of tag. There are no rules in the company enforced more rigidly than the "Red Tagging Rules," and we have gone so far as to mail directly to the home of every employee of the company who has any dealings with system operators, a special set or "Red Tagging Rules" besides sup plying him with the Safety Rule Book. These rules call to his attention, the fact that the "red tag" is the only means the system operator has of blocking a switch or piece of apparatus for Him; and that he must not, nor allow others to, put on or remove a "red. tag" from a switch except on orders from the system operator, and for anyone to close a switch which - is red tagged would surely mean a serious accident. If he has yi4 Fourteenth Safety Congress cannot be made alive until be is heard from personally. We will take a foreman's or superintendent's clearance for a man, the man i report clear himself even if we have to send a special messenger to man's home to get: him to a telephone where he can talk to the sy; operator. Tags Play - Important Part in Protecting Men Other tags used by the company are as follows and all have an portant part in protecting the public and men working around lines apparatus on which they are used. These tags are devised to cover tain conditions where a tag is necessary and to stop the use of the tag" except for the purpose it is intended. Green Tag: "Warning--Disconnecting Switches are Open." On> these tags is hung on the switch handle by the operator for each st disconnecting switches which have been opened. Its purpose is to cate that the disconnecting switches on particular line or piece of a ratus are open and to warn the operator that the disconnecting swit must be closed along witb the oil switch. Oversight of open disconnec switches has sometimes led to interruptions to service during swite changes. Fawn Tag: "Warning--Potential Fuses Are Out." This tag is intei primarily to apprise the operator that his potential transformer fuses out of the fuse holder, and often eliminates delays in putting into > mission apparatus_which must be synchronized. As an example, pc house operators are sometimes called upon to quickly connect genera to the system, and the warning tags serve to remind them of the abs' of these fuses which are essential to synchronizing. Yellow Tag: "NOTICE--Out of Commission Because Dept. By.;_________________________Date" Through cutovers and other reasons apparatus and lines are often taken out of commissior an indefinite period. The shutdown of such lines or equipment invc the use of the red tag, which would have to remain on the switch ha for an indefinite period, and would possibly lose some of its force as doing work have reported clear of line. The yellow tag with its s under remarks makes it possible to provide information concerning indefinite shutdown, while with the red tag such notations are not : ible and circumstances surrounding the shutdown are often forgotte difficult to find in the records. Besides the red tag should be rese for cases only where apparatus and lines are taken out of commis temporarily for men to work on them. Blue Tag:. "Hands Off--This Apparatus Is Under Construction, 3 trical Division. Construction Bureau...........................................................................Forenc This tag is reserved for those doing new electrical construction worl the Construction Bureau. The tag is hung on the switch handle, gives the Electrical Division complete jurisdiction over tbe apparatus trolled until it is turned over to the Operating Department, when the tag comes into effect. White Tag: "Danger--Men Working on Apparatus_______________________ Public Utilities and Electric Railway 915 Department Man's Name." This tag is used in substations and power houses and its use is authorized by the oper ator in charge of that particular station. In some cases it supplements the red tag as an extra precaution, and in other cases it takes the rplace The Dtrnorr Edison compact REQUEST FOR SHUT-DOWN original Date. SYSTEM OPERATOR: WE DESIRE TO DO THE FOLLOWING WORK ON.................................................................................. 192 ......-- ..... LOCATED l AT-------- _ - - AMR.TATIOM WOULD LIKE TO START WORK AND WILL. HAVE WORK COMPLETED j ABOUT I M. _________________________________ -- __________|_______ _ CHARACTER AND LOCATION OF WORK TO BE DONE AS FOLLOWS; MR. ----------WILL. DO THE ABOVE WORK. SIGNED--------------------------------------------------------- RCC*0 BY ARRANGEMENTS MADE WITH FOLLOWING OEPTS. O.H.LDKPT ________________________________ SALES OKPT, _______________________________ DISTRICT AGENT .--------------- SUPERIOR SYS. OPR_________________ ELEC. OIV. CONST. BUREAU ------ ELEC. TESTING OlV. OPR. DEPT rt..EC. MAIN OIV. OPR. DEPT ------- SUBSTA. OIV. OPR. OKPT. ------------- granted by SPECIAL INSTRUCTIONS TO SYS. OPERATOR- AT .DEPT. IS of the red tag in shutting down equipment, which does not come under the direct authorization of the system operator* as for instance a substa tion machine shut down by the operator during light load conditions for cleaning, etc. 916 .Fourteenth Safety Congress When any department wishes to work on any line or apparatus a v ten. request (Cut No. 4) must be sent into the system operator's o: at least twenty-four hours ahead of the time that line is to be done, si ing when work is to start and be finished, nature of work to be done, the name of man who will call'in on the job. This request is checked the foreman and signed by the superintendent of the department mal the request. The chief system operator, on receiving the request, cht same and makes arrangements with all other departments concen such as sales department for interruptions to service; engineering dec ment for testing; maintenance department for phasing and inspecti overhead lines department for jumpering, etc. All requests are thus c fully checked by several men to eliminate the possibility of an error, request is granted, a copy goes back to the department making the quest and the original is given to the system operator with all infor tion and sketch of changes attached so that he may have line or app tus shut down and properly tagged and protected in time for man men calling for the line or apparatus. System Operator Advised of Ail New Work Any new line or piece of electrical apparatus cannot be made a without the system operator's orders. All new work is laid out by planning and engineering departments, and a report sent to the he of all departmentsr In this way the system operator's office knows advance of all new work, and must' receive a written clearance from departments concerned before he orders same in commission. On day line is to be put into commission, he makes all detailed arrangemc for the proper handling of the job. The rule that men must repeat all orders given over the telepht especially when talking to the system operator, and not abbreviating names of lines, cannot be too strongly enforced. This is very imporl and a slight misunderstanding may cause a serious accident. In gi\ and repeating an order we say "close the disconnecting and oil swl on Trunk line 518, 5-1-8." Never allow men to say "close all switch' as all sounds too much like "oil" over the telephone and trouble i result. Repeating numbers of lines as shown helps to prevent the i understanding in numbers. All telephone orders are written down substation operator and repeated back to system operator. An operator working alone in a substation or a power house she report at least once an hour to avoid serious results from a chance a dent. This was brought to our attention some time ago by an opera receiving a shock and falling to the floor about 1:00 a. m. He lay th in a serious condition until 7:00 a. m. when the day operator came duty. He died the next day. However, this routine reporting (upwa of 50 calls hourly) coming into the system operator imposes considers additional burden, especially in time of trouble and therefore, we h installed a watchman's time recorder in the system operator's office wfc is handling this detail automatically in a very- satisfactory manner, (i No. 1.) Our private telephone system is the magneto type and the o] Public Utilities and, Electric Railway 917 ator, when reporting:, presses a button on the side of his telephone which connects the magneto across one -side of telephone line and ground, and rings. This punches a hole in a revolving chart opposite his station with out throwing a signal in on system operator's board. About fifteen min utes after each hour the system operator, or a clerk, checks up the chart and if some station has not called, an attempt is made to reach the oper ator over the private and public telephones, and failing to establish com munication, a special messenger is dispatched to see what is wrong. To go still farther in this safety measure we have guarded against the system operator neglecting to check the clock, as he is liable to do when busy. A contactor was placed on a Warren clock which throws a signal in on system operator's telephone board at fifteen minutes after each hour and he is unable to plug out this signal until the door on watch man's time recorder has been opened. When the automatic switches open on an underground transmission or distribution cable, we are very careful about not closing same again until cable has been tested, especially if line goes through a congested business district, even If there is a service interruption. This is on account of the danger to the public from manhole fires or manhole covers blowing off, if current is thrown on a damaged cable. It is a standard practice for overhead linemen to ground a line by use of a grounding chain when working on same, but we also make It a prac tice to ground or disconnect the overhead line for construction men work ing on station end and jinderground men working on cable which is con nected to an overhead line. This is to prevent, as far as possible, an accident caused by another line coming in contact with the dead line from a wire breaking, poles leaning, etc- Before allowing a "hot-wire" crew to make alive a section of overhead or overground line, which has been down for repairs or is being made alive for. the first time, full potential is put on the section, through the oil switch in station for test. This is to prevent the hot wire crew from picking up a short or ground in case something happened to the section of line while it was shut down or since it was tested with low voltage. When men unfamiliar with electrical equipment are working around a station or power house, such as painters, steel workers, carpenters, etc., we have made it a mile to keep a special watchman with them at all times to act as an adviser. It is not enough to have the operator in the station watch them, for we have found that an accident may happen when he leaves for a minute to take care of his regular duties. Street light circuits on our system are kept grounded when not turned on. While this makes a grounded line on the pole leads, it also prevents the street light circuit from becoming, crossed up with high tension wire without any indication of the trouble on the system. We have found this the safest method as it is safer to have a line on a pole which all work men know is grounded than to have 2300 or 4600 volts on a line which is supposed to be dead. We have had two cases of men being burned on a "dead" street light circuit which was crossed up with a 4600 volt line. Street lighting* circuits are tested with 1100 volts (A. C.) three times ins Fourteenth Safety Congress dally; after taking: off in the morning, at 1:00 p. m., and again an b before they are turned on in the evening. Before turning a line over to men to work, on same, it is tested potential by the station operator under the orders of the system opera Several methods are used, depending on the voltage of line and appj tus available. Testing for static discharge with disconnecting sw: pole or charging aluminum cell arresters is used on 23000 volt lines, the line volt meter and arresters are used on 2300 or 4600 volt distr tion lines. An overhead line is always tested by linemen with ground chain. The underground and electrical construction men use electrosc Spark C (detector).. In connection with cable tests it may be said < the repairman checks the cable designation markers in one manhole e way from the one in which he is to work. The cable sheath is then moved and the cable tested for potential. Importance of Placing Danger Signs on New Work Danger signs and signs showing the proper nomenclature of all switc and lines around a station are very important and in new work all si should be on before line is put in commission. When grounding or' p] mg a line equipped^ with disconnecting switches on each side of the switch, there is danger of a man getting on the bus side of the bus-dis< neeting switch instead of on the line side of line-disconnecting swii In order to prevent this we have installed a test stud and a sign on line-disconnecting switch and are now installing locks on the discon ing switch doors so that they cannot he opened unless the oil swi is opened. One of the best danger signs we use is a sign about one i wide and three feet long with the word "THINK" printed in big lett< This sign is placed at the door of all high tension rooms and ot places that the operator must pass on his way to do switching, matter how good a man is if he goes around a station doing switch] without thinking out each move, he will surely get into trouble. ' Rubber gloves and disconnecting switch poles are kept in dry pla on special hangers in a part of the station that is not liable to be dama, in case of trouble. All rubber gloves are tested once each month. Besi using rubber gloves" when working on or in close proximity to live II and buses, we have found it advisable to wear them when operating z top switches and charging lightning arresters. After opening an oil switch or a pole top switch for the system opera and red tagging it, the station operator must inspect the switch to ms sure that it has opened, regardless of what his pilot lamp shows. A in operating pole top switches, there is danger of one leg staying clo or not closing. When opening switches or lines at a station or on premises of a primary customer where the operators are not Edison m we have made it a rule to send an Edison man to such station to pis a padlock on the switch handle, as sometimes these men do not have respect for "red tag" that we have worked up among our own employees Before closing the oil switch on a transmission or distribution line ai It has opened automatically, same should be given an inspection, evei Public Utilities and Electric Railway 919 restoring of service is delayed, to make sure that it has not thrown oil and that tanks are not bulged or otherwise damaged. This may prevent a serious fire or subsequent accident in station. During an electrical storm a damaged oil switch on an overhead line should be cleared from line as soon as possible by opening the discon necting switches as lightning is liable to come in on the same line again, also during an electrical storm all men should stay out of oil switch, lightning arrester and^ transformer rooms, as much as possible. We have a scheme for notifying the system operator at once of any trouble at a power Jhouse without using the telephone. We use the Standard Western Union call buttons and a tape recorder. Signals are arranged so that the System operator is notified of electrical trouble on bus and the size of turbine which it was necessary to take oft the line. This signal scheme will be enlarged upon when the new switchboard is received. We are also considering a totalizing watt meter scheme for the system operator's office. Besides these concrete items which we have mentioned there are hundreds of smaller ones which the system operator must keep in mind to avoid accidents to public and employees and damage to equipment. Most of these come up in daily routine work and he has no trouble it remembering them, but there are some conditions which come up or the system very rarely and yet are very important. To take care ol these last named conditions, he has a special hook in which is kept a record of all special conditions and such safety rules as are not used very often. This hook is reviewed by the system operator at regular intervals (about every two weeks), so that he may keep these items fresh in his memory. In closing I would like to say that I am very glad to note that the sec tions of the National Safety Council and the National -Electric Lighl Association are giving an ear to the problems and experiences of the system operator or load dispatching departments, from an operating as well as from a safety standpoint, as I am sure from my experience ir this line of work that we can all collect some good points from the othei fellow and benefit by preventing an accident which some other companj has already experienced. Chaim*an- Kevser: ; Mr. Davies will kindly step forward and open th< discussion. the problems of the system operation from THE SAFETY STANDPOINT E. P. Davies, Asst. Chief Operator, The New York Edison Co. The duties of the system operator of the New York Edison Compan; and associated companies are, to a great extent, similar to those of thi system operator of the. Detroit Edison Company, as described by Mi Hubbard. The details of switching, holding off apparatus, tagging, clear ine\ etc. are neeessarilv different to meet our particular conditions. 920 Fourteenth Safety Congress The system operator is in charge of all switching on the system no switch is operated without his orders. This applies to switches generators as well as those of feeders. The system operators' des equipped with a direct wire to each generating station and sub-statio well as a number of trunk lines to various exchanges. Each station at least one public telephone in addition to the system operators' wii The emergency equipment of our system operators' office has been thoroughly described in an article by W. H. Lawrence which was lished in the General Electric Review, and is no doubt familiar to i of those present. Briefly it consists of an automatic pilot board w indicates, by means of colored lights, the position of all switches ii generating stations on the system, shows the various ties in use short indicates conditions on the system; an automatic storm dete which gives advance information on weather conditions; and an e gency signalling outfit with which it is possible to issue orders si taneously to every sub-station and generating station. For the protection of apparatus and men working on same, we u system of tags of "hold-offs" which has proved thoroughly satis fac for many years. Wo use only three colors- of tags, red, green, and w,' In all generating and sub-stations a red light indicates a closed sw and a green light indicates an open switch, so in tagging apparatu red tag indicates apparatus that is alive and a green tag indicates a ratus that is dead and held off for work on same. A. red tag is used in emergency cases where it is necessary to work on the mechanical j of a switch which is alive. A green tag is used' on apparatus which mally is alive and which has been properly blocked, discharged ground, short circuited and grounded. All other conditions of switi such as disconnecting switches open, oil switches blocked, or appar held off for work that does not necessitate grounding are indicated white cards with the proper wording on same. When apparatus is to be held off, the department desiring to do work must send a written request to the system operator 24 hour advance stating the nature of the work, the maximum time necesi for completion, and sketches showing changes to be made. The sys operator makes arrangements with the various - departments invoi and has the foreman of the various departments interested sign if 1 are ready for cooperation, and the system operator who grants the quest signs his name. When all arrangements have been made prior to the time of doing the work, the apparatus to be worked o cleared and held off in the following manner. At least two switches open between the apparatus to be worked on and anything that is al The system operator then gives definite instructions to the station o ator as to blocking, short circuiting and grounding, opening of dis necting knife switches, removal of potential transformer fuses, etc. blocking, tagging, etc., is done by the operating department, and the 1 who does the actual work is required to have a written order (eithei order written by the system operator himself and stamped with his offl jPublic Utilities and Electric Railway 921 stamp, or an order written under his direction and signed by the station operator) stating exactly what is to he done, in the way of blocking, grounding, etc. Any~ apparatus which has been alive or by any possible chance could be made alive must be discharged to ground, short circuited and grounded before being worked on. Both the system operator and the station operators keep a log of exact conditions. After apparatus has been properly protected, the foreman who Is in charge of the work to be done is required to assure himself that all necessary precautions have been made for the safety of himself and his men and must sign his name to that effect. JBefore starting the work he must have a writter "hold off" or "release" stating exactly the work to be done, signed by the station operator and OKd by the System Operator. Only Authorized Employees Remove Doors and Covers No employee, other than an operating department employee ever re moves doors or covers of any high tension compartment, and it is a verj strict rale that no one shall at any time remove doors or do any blocking tagging, etc. without proper written authorization. In all generatini stations whenever there is blocking, tagging, testing or any "holdinf ott" work done in high tension galleries, it is always done by two-men one acting as a check on the other to make sore that the proper ap paratus is held off and that blocking, discharging, grounding and tagginj is properly done. ^ Any apparatus on which a hold-off or release has been issued canno be cleared or put in service until the man to whom it was issued ha personally signed to the effect that he has finished work. After a hole off or release has been signed off the work is inspected by the operatin department and if OKd is cleared under definite and detailed instruction from the system operator. We do not issue a general or blanket orde to clear apparatus, but specify blocks and grounds to be removed, knif switches to be closed, etc. and the operator when reporting clear is r< quired to specify each item. The man who does the clearing must sig that apparatus is clear and as each hold-off specifies the number an kind of tags used, he must return the exact number of tags called fo These tags are carefully counted both when given out and returned. We do not have any stations with only one man on duty. If there is more than one job to be done on a piece of apparatus, separate hold-off must be issued for each job and a careful record kept of the number of hold-offs. The system operator tags his pilot board to correspond with conditioi and station operators tag control boards. These tags are not remove until apparatus has been cleared and reported clear and is actually reac for service. __ Any tests that may be required such as continuity tests, high potenti tests, phase tests, etc. are made under the direction of the' system ope ator. In short, the system operator working under very definite rul ;y*L, j} uurmemn &uj eiy uonyress which were carefully constructed years ago, is responsible for the sal of both the individual and the system, and I am glad to say that a dents are almost unheard of. DISCUSSION OF "THE PROBLEMS OF SYSTEM OPERj TION FROM THE' SAFETY STANDPOINT" P. B. Juhnke, Chief Load Dispatcher, Commonwealth Edison Co Chicago, III. Essentially, load dispatching may be said to have started from >vi necessary safety work. The organization of the load dispatcher's of was the first safety work in the central station systems. I believe it be my privilege to be connected with the organization which evolved 1 first load dispatcher's office approximately twenty-one years ago. A construction man, as whose helper I had been working for so time, was killed by contact with a live line, through what appeared be a misunderstanding, for which responsibility could not be plac As a result a move was made, largely under the leadership of Col. Junkersfeld, to organize an office exclusively concerning itself with i details of operation, namely, the switching in and out of service of j paratus such as generators, lines, circuits and feeders. Some of i cardinal principles Jaid down for the functions of this office were tl no apparatus be manipulated without authorization of the load dispat< er's office, that no man be permitted to work on such apparatus, and tl no such work be authorized without prescribed safeguards, such as co plete disconnection, "Hold" cards on the job, records showing work progress and name of person in charge of same, and a diagram boa on which apparatus held for anyone might readily be indicated. Otl duties, specifically of an operating nature, were assigned to the offi< making it for the entire twenty-four hours the supervising operating s thority. The example of the then Chicago Edison Company, in establishing : load dispatcher's office, was quickly followed by all of the larger open ing companies in th^ country. This briefly gives the history of load dispatching. The fundament idea, underlying the organization of the office is still in effect. The p marv consideration In all work permitted to be done is still the sal guarding of men. It may be of interest to. go a little into the routine of load dispatc ing. Mr. Hubbard has given a very complete outline of the practice in h company. This practice in all companies differs only in regard to d tail. One difference, however, is important and I would like to disco, it more fully. Most of the larger systems employ the grounding or co necting to earth of machines or underground lines on which work is ! be done as an essential safety measure. If my impression is corre< the Detroit Edison Company does not do so. I believe it well to moi Public Utilities and Electric Railway 923 fully discuss this point, to determine the reasons for the Detroit Edison Company's departure from what appears standard practice. Some years ago, before our own grounding equipment became thorough ly standardized and simplified, we had a considerable number of acci dents or mistakes---every accident is more or less of a mistake--in the application of these grounds. I then proposed to leave off all grounds, contending that accidents caused thereby exceeded benefits derived. However, I did not succeed in carrying my point, and the practice is still in vogue in our company and most of the larger companies in this country. With the improved--methods of grounding devised in our company, most of the hazards incidental to grounding, that existed years ago, have been eliminated.- A. very important safety measure, which Mr. Hubbard did not deal with, is the locking of oil switches while men work on them. This is a safety measure perhaps not so widely in vogue as it deserves to be. Another matter that should be given more thought, preferably at th time equipment is installed, is to provide suitable means of applying safety measures and appliances, such as ground connections, in ordet that no hazard be connected therewith which might defeat their object In our company the general practice calls for the application of thes grounding devises on switches while dead, after which the grounds art electrically applied to the line or apparatus to be worked on. In general, continuous vigilance is required to see that safety rules anc regulations are UvecL up to. Regular meetings of load dispatchers ar< exceedingly helpful. At these meetings safety suggestions are discussec and rules reviewed and revised, for the purpose of enabling the loa< dispatcher to do the unforeseen in a thoroughly safe manner. And so we must continue to work toward that hoped for day when th< incidental sacrifice of^ human life and well being shall no longer tamisl human activity, when mental fatigue and thoughtlessness shall give wa; to intelligent understanding, and when the grim extortioner shall n< longer be aided by the carelessness and recklessness of man to exact hi brutal toll of sorrow and remorse. DISCUSSION OF "THE PROBLEMS OF SYSTEM OPERA TION FROM THE SAFETY STANDPOINT" H. S. Fitch, Supt., Electric Operation, West Penn. Power Co., ' Pittsburgh, Pa. From that small beginning to the present hour, safety has been prat ticed rigidly by all electric service companies. A unique situation ha come about. Although the large systems of this country developed thei practices almost totally independent of each other, there is now fu -accord generally in the methods and principles of safety on their sy: terns today. The details may vary as befits the special conditions of eac ~-rT 15i-l i- 924 . Fourteenth Safety Congress system making impossible a standard set of safety rules, but I found in investigating a number of large systems that all of us reached the same conclusions and our general practices are nearly tical. This fact proves that our principles are correct and that w progressing along the right lines. I would, therefore, strongly urge all operating men to check their practices by studying carefully Mr. Hubbard's paper for he has i us in detail what has taken him and his associates years to leai traveling the hard road of experience. "While we are Continually on the watch for unsafe conditions practices, and many of our operating rules are designed to prevent is reasonable to suppose may happen, nevertheless, as Mr. Hubbarc pointed out, many of the rules are the result of accidents and a states, it is only by careful and thorough study of unusual happei that we can devise new rules, so that it shall never happen again, is the real secret of accident prevention in the operating game,--to ] your lesson from the first case of its kind and make up your mind and there that there shall never be a second case. New problems are continually confronting tbe System Operator cause of the rapid development of electrical equipment and the gr< of the system. It seems as if every new design of apparatus makes essary changes In rules and every station added and tied into the sy: increases the complications. Especially is this true in matters of sa The type of men employed has changed in the last few years, longer do we have the reckless devil-may-care lineman or electric who was an excellent man in his trade but a hazard to himself and associates. If this man is hired, he is soon dismissed when Kis tendencies show themselves. The Safety Movement has done mucl bring this change in type of labor. Stations have changed in almost every conceivable way. Since ai 1917 and more especially in the last three years, large outdoor sul tions have come into vogue. The operation of these stations with t multiple busses and infinite detail has developed many' new probk The automatic relay has also developed rapidly in the last few yi so that many of the functions of operation, especially switching, are : done outdoors, out of sight of the local operators, -by a control eil automatic or manual or both. Where before the local operator c< see and follow every move with his eye, now he gathers his informa by meters, signals and relays on the switchboard, or by reports 1 phoned to him. The giving of orders and the receiving of reports of switching c telephones is old practice for load dispatchers but it has never bee general or complicated as now. In outdoor substation switching il often the practice to run the orders and reports * through two or tl men, in other words, from load dispatchers to yard men. The resul that in order to be safe and carry out every safeguard that the rules experience have laid down, operation is now very slow, painfully slo' Public Utilities and Electric Railway may say, if there is urgent need of service. You will, therefore, b< tempted to speed up these operations. My thought is that there can be no short cut with safety. Our prin ciples and methods are correct. Let us study every new idea, and if ; good one, try to work it in but on no consideration let us give up an: part of a single rule that may have been learned at great cost. The outdoor substations present another problem. It seems as if the; are never quite completed. When they are in the process of construe tion men have no thought of electrical hazards because there are none but there comes a stage in the work when over night it becomes neeet sary to make a large part of the structure alive. The daily habits of tb workmen have to be changed abruptly. Of course, the hazards ar carefully pointed out to each man individually. Barriers are erectec ropes strung, signs hung, and strict orders given. Bnt remember tha during the months of erection every man has developed certain habit in his work, of going from one part of the yard to another over a certai path, of climbing certain columns to reach the various elevations. We know that men will become absorbed in their work, their troi bles, whatnot, and being mentally preoccupied, their physical self r< verts to habits formed. Ropes and signs seem to mean little then. Whs is needed is something to bring them out of their mental sleep. Tb large sign "Think" mentioned by Mr. Hubbard is a good idea, but i time it is liable to have no more stimulating mental effect than a "Sto; Look and Listen" sign at a railroad crossing. I believe the secret is variation. One must develop new "Stop" sigi and arrangements, all the time using the old well-tried, schemes as fou: dations. Sometime ago we started using white tape instead of rope Ropes are too familiar, but white tape strung around is a new schen with us and is very effective. Next year we may change it a littl using the white tape and adding something to it to vary the monoton Men can be .coached never to pass a white tape barrier even wht mentally sleeping. ^ In all work of this character whether indoors or out, we have one ms In every gang besides the foreman who does nothing but watch the mt and he must never leave his post without a relief. This man cannot 1 of the night watchman type--he must be more alert tban the men he watching. We never allow any outsiders such as installers for man facturing companies to work at our stations without one of our m< who is thoroughly acquainted with the station and coached in safe rules, to watch them and to take clearances for them. But he does n assist in the work. Perhaps there is no problem confronting the System Operator so di cult of solution as the correct operation of disconnecting switches stations both of the indoor and outdoor type. It is true that late desi] specifies interlocks, and locks to lock the lock that locks the interlot Nevertheless the older type of station is still with ns and will he wi us for years to come. It seems that all too frequently we hear of son .'*u j.uurteentn isajexy o' ongress one somewhere pulling the wrong disconnects, with great damage t< apparatus, interruptions and sometimes with fatal consequences t< operator. There are many schemes in practice to prevent these mistakes where disconnecting switches are not adjacent to the oil switehe many are not, it is impossible to interlock them and great care be exercised. OuF present plan is to give the orders separately to men who then go together to do the operation, each making his checks and each reporting back. This scheme- has its weak points so far it has worked successfully, perhaps because the type of men do this work are very high class operating men. If time permi should like to hear some discussion on this subject of disconnect s'? operation. ___ W. MacLaugiilin- (Toronto, Canada): I want to ask a question a the blue tag. From the paper I would take it that it is under the ch of the Construction Department. Is there not a chance of confusioi tween the Construction Department and the Operating Departmen to the placing anti moving of that tag? Mr. Hubbard: The blue tag is enforced just as much as our red For instance, suppose we should give an order to close a switch, man would go out there to close it and find a blue tag on the hai He would not touch it. He would come back and say, "I can't: it h blue tag on it." "Whose name is on it?" "Foreman Smith's name is on It." Mr. Hubbard: On our system we know the construction foreman is in charge of these various jobs, so very-, very rarely it happens we do give an order to close a switch with a blue tag on it, but main purpose is that the engineers or the testing department pe wlio must report clear on that switch, will be around these stations want to operate that switch when men are working on it down in basement or in the yard, so the blue tag was made originally to pre men working on it. Mr. MacLabghlis: There is one point I wanted to bring out pari larly in connection with the load despatchers and the operating men have found recently on the entrance of men into the operating deg ment, some are color-blind, and under the operating conditions, > color used so much, it is very important to check for color-blindn either for operators or for load despatchers.. I would like to ask Mr. -Davies, in connection with the grounding ol switches, what system is the New York Edison following today? I derstand they have had trouble with the bond lighting system. Mr. Davies : Oil switches are discharged to ground through a can fuse. The discharge stick is tested both before and after discharg outlets. The men use rubber gloves and take every possible precaul and after it has been discharged and found clear, it is merely sh circuited and grounded. That is both generating stations and sub- Public Utilities and Electric Railway 927 tion. We have some cases where we use knife switches for grounding. In most of our generating stations the older type are merely grounded with flexible connections. M. MACLATiGiirix: You haven't found the type you are using suffi cient to clear if you happen to run into live switches? Mk. Davies: We have never had occasions where a man was burneu with that discharge. . We have had cases where a man was burned in an attempted to fix a ground clamp on a live switch. Mb. Davies: I want to ask Mr. Hubbard a question. In our company nobody puts a tag on any switch except the operating department. Dc you let the various departments do their own tagging? Mb. Hubbakd: Anything but a red tag. A red tag blocks everything Mb. Betrtox (Consumers Power Company, Jackson, Michigan) : In this question of tagging, it seems to me there is a great lack of uniformity oi practice and one company will lock a switch and another company some times might and sometimes might not. There is a question of where a station is under construction as well as in operation and you have con flicting forces in there. It seems to me we would want to lock the switch It would do a lot more good than the tag will. Have the switch locket! and have the key in the hands of some responsible person, or makt two locks for it. J'J'ow, I would recommend, Mr. Chairman, that this matter he giver further study and see if we can work out some kind of uniformity ol practice in the matter of tagging of switches. Regarding the question brought up by Mr. Juhnke of ground, we neec uniformity of practice, and as to whether, and where, and when w should apply protective grounds and how we should apply them. W< have had cases come up and studied them in other companies througl our district committees as to a man who was killed by placing a ground He got killed placing a ground. Of course he got killed when h< grounded it the way he did. There are positively safe ways of groundinj apparatus. This is a plea for uniformity of practice, especially in view of the fac that a recent study of over two hundred fatal accidents in various com panies showed 57 per cent of the men were killed during the first fev months, anyway in the first year, because they were not familiar witl the practice of the company where they assumed they' were going to d< the same thing they were in the habit of doing elsewhere. They werexperienced men, but when they went to the new company, they go killed. (Applause) Mr. Hubbabd: If a tag is there, the switch is not to be interfered witl while the tag is there. Let's take a new line. The station apparatus is put in by the electrics construction department. They install that switch and all the discor nections and everything that goes with it. While they are doing thai they have absolute control of that equipment and have their blue ta on. and as soon as they get through, that switch is in a position wher it can. be looked Over by the engineers and the sub-station departi and so forth. Tbe man In charge calls them--the electrical depart! and says, "It is ready for your inspection," and he calls the subst department and tells them that it is ready for their inspection maintenance department for their inspection. They come to the*st and go to the foreman whose name is on the tag and tell him they want to inspect the switch. ' He goes with them and take the tag and works with them. Maybe the next -day the sub-st department comes. He puts the tag back on as soon as they all and it is satisfactory. They send word through the system operators' office that the swit Inspected, and if there is any detail that they don't like, they tel construction department to get it fixed up before they will accept it. tag Is still on there. * When it is all ready, he says, "I have this new power line all reai report clear on. The system operator blocks all the switch with tag. When we get his blue tag off--when we get it all ready, we la] the job and that switch can't be touched until the red tag is rem That is the construction department. Now, suppose we have a switch damaged through oil. It is immedi blocked and the maintenance man calls in and wants to look at the sw We will tell him it is all blocked for him with a red tag, but if he v to operate that switch, throwing it in and out, it is against the ruli operate the switch if there is any danger of throwing that onto a while the red tag is there. You might say he wants to operate it during the inspection. Prol there are underground men. There will not be only his red tag, b cable splicer's tag. He wants to operate the switch. We won't a him to operate it with an underground man working on the cable we will do this: we will take the underground man's tag off, ] them on the disconnecting switches on each side, remove the n switch, and tell the operator to operate it under construction. But so far as operating switches with lags on them--absolutely not doing. = ' Wednesday Noon, September 30, 1925. The Joint Luncheon Session convened in the Hotel Winton, Clevel Ohio, at two o'clock, Joseph H. Alexander, Vice President of the Cleve Railway Company, Cleveland, Ohio, presiding. Dr. Charles H. Rust, Pastor of the Baptist Gliurch at Wilkinsburg, delivered a brilliant and witty address. Walter Wilson, familiarly known as "Uncle Bob," delivered an inte ing and inspiring address. ADJOURNMENT. Quarry Section October 1/1925 E. E. EVANS, Chairman Whithouse Stone Company, Toledo, Ohio D. C. SOUDER, Secretary Insurance Manager, France Stone Company, Toledo, Ohio HE QUARRY Section convened at the Cleveland Hotel, Thursday Tmorning, October 1, 1925, E. E. Evans, of the Whithouse Stone Company, Toledo, Ohio, presiding. CjtantMAy Evans: The Nominating Committee comprises: E. Ross Farra, Chairman, D. C. Souder and .T. Thompson. SAFETY IN STONE QUARRYING AND CRUSHING PLANTS T. P. Kearns, Superintendent, Division of Safety and Hygiene, Industrial Commission of OhioI I am indebted to my friend, Mr. Edward EL Evans, the able President of the Ohio Macadam Association, for this opportunity to meet with you; and you will hold him responsible for the outcome. For my part, I assure yon It is a 'pleasure to be with, and to maIce the acquaintance of, so many representatives of a large and important Industry. Permit me to congratulate yon upon the creation of a permanent .safety organization of the industry as a section of the National Safety Council, for I know that if all of you, as members of the Section, will do your share in contributing to its support, you cannot fail to get results which, will repay you many fold. I know that you are under taking it with a sincere desire to promote safety to life and limb in your industry. You must realize that you cannot expect to get anything out of it If you don't put anything into it. You will have to, therefore, all of you, lend a hand and co-operate with your Section officers by supplying, information, haying representation at its meetings and enter ing into a discussion of the problems of your section. In a bulletin of the National Crushed Stone Association, I read - a list of active members of that association and was impressed by Its' magni tude and scope. One hundred and twelve members with two hundred _ 929 930 Fourteenth Safety. Congress and. twenty-nine plants in twenty-seven states and provinces. Sui wonderful field, in which to carry on and promote safety; and from I know of the hazards of the industry it is a fertile field where measures will pay big returns on the investment. Safety does and will pay, gentlemen, in dollars and cents. Th miums on classifications which, apply to quarry operations have bee terially reduced in Ohio in the past seven years, in some inst nearly fifty per cent. Some reduction in wage rates and reductl exposure of hours worked have been factors in this but unquestit the reduction of accident cost, due to the safety measures which been adopted has been the greatest factor in this reduction of Both the voluntary efforts of employers jand the enforcement < State Laws on safe practices have contributed to this result. Praise For Safety Work of Many Ohio Quarries I take this opportunity to pay my respects to the quarries < State of Ohio, many of whom have gone to great lengths in their tary and conscientious, and consequently successful efforts, to their- plants safe, regardless of the lawful requirements and to also who have so readily co-operated with us in the enforcement of laws and regulations and in a . ready compliance with our- ordei requests. A rigid observance of regulatory laws and requirements is a factor in the solution of your safety problems; these laws and i tions of the states governing safety and health, are enacted foj protection just as much as for your employees; to guide you an you to so conduct your operations as to make them as safe ; operations will permit. That is all that is contemplated in the" of those collaborating in the construction and purpose of the laws to make the operations as safe as can reasonably be done an conduct the operations practically alnd efficiently. They are not in to curtail production, they don't compel you to spend any mow conforming with them you will undoubtedly be obliged to use money, tout I say to you, that any amount.of money used to effect working conditions in your plants, to make your plants better to work, more safe, more healthy, is an investment only, and a : good one! In Ohio, and I presume similar, or equally .fair, methods hav employed in other states, these safety and health measures whic: been incorporated in the codes and statutes have -been carefully ered, exhaustively discussed and the ultimate findings submitt adoption by a composite group of men, representing all interes cerned and deemed and selected by those interests to be well qi to represent them in determining what should be required. When, in the light of its experience, our Industrial Commis convinced that there should be some specific lawful requiremen regulations of an industrial condition, it invites the manufactu operators in the^ industries involved to recommend a given nun Quarry Section 931 persons to represent them; and the workers in those industries an equal number, who, with a representative of the Commission comprise a committee to draft ^ set of rules to cover the situation. When the tentative draft is completed this committee then holds public hearings, often at different points throughout the State, and the interested parties, and the public generally, are given ample notice of these hearings and invited to appear and discuss the subject for the guidance of the committee. I know of no Instance when a committee has not profited and been governed by the information and arguments presented at these hearings in the presentation of its findings. Committees are usually tranic to indicate their' attitude on the matter before them and open minded to suggestion and argument.. Therefore, if the adopted rules are not satisfactory to the affected interests, it is their own fault, if they have not appeared and' presented their opinions at the hearings. Definite Laws A Protection For Employers As a matter of fact, very little criticism ohtains when these codes or rules are understood. I don't say they are perfect; we have occasion to realize that they are not; in spite of great care in their construction, they are usually inadequate to cover -all situations clearly. Such am biguities may operate against the employer.. The more definite the safety laws are, the more protection they afford to the employer. He knows just what is required and if he complies with them, he is fully protected. I sincerely believe that every safety law that is enacted, is beneficial to the. employer just as the Workmen's Compensation Acts have proved to be the most beneficent to the employers, of any statutes of the states. For this reason there should be more of them; the more there are, and the more comprehensive they are, the better you, as employers, will be protected from penalties and legal involvements. Let this thought govern you:' that the purpose of safety laws Is to reduce industrial accidents; to protect, life and limb in the great army of industrial workers of this country. I like to think, and I am confident, that every employer has at heart the welfare of his employees. He values his machinery and cares for it; how much more must he value and- need to preserve the human lives without which the machinery would be of no value. You can't keep on killing them off without pay ing increased cost of inducting new ones, and in higher wages regulated by the law of supply and demand. I said existing laws are inadequate; this is due. largely to changes and improvements in processes and operations in production which have developed new problems. Such changes are always taking place and that means frequent revisions of existing laws and the . enactment of additional ones. There is a need now in. our State for work of this kind and action has already been taken to this end. Will Draft New Safety Regulations The new Division of Safety and Hygiene which has. recently been created under the Industrial Commission of Ohio, and of which I have v- 932 Fourteenth Safety Congress been appointed. Superintendent, will, in connection, with its w< promoting an intensive Educational Safety program throughoi State be charged with the duty of drafting new safety regulatioi revising and amplifying existing Codes, and I wish now to bespe same assistance and the co-operation of the industries of the SI my new work which I have enjoyed in the conduct of my pi duties as the head of the Factory Inspection Department. If the employers and the employees will co-operate with theii lative and administrative bodies in the construction of safe! health regulations I know that the results will prove so gratifj all concerned, so efficacious, as to demand more, and even own regulations; because as I have said, and if for no other tv ton, pay in direct ratio to the regulation in reduced accident cot % premiums as has been proven to a degree in Ohio and we b#J*i 'urther reduce premiums all along the industrial line. If you are suffering from high liability rates it is only to ucarn accident cost is high. Your insurance medium, whether stock or mutual company is only your agent to disburse jv and only requires you to pay it a sufficient amount of Mtef your claims, plus its charge, if any for handling the beatMM accident cost will be the same if you are self insured; you a away from it except by reducing the cost as I have tried tm st guided by such laws as are laid down; consult with the aaK vested with the enforcement of the laws. The State Safety ments are in a position to help you to a better understanding laws and the practical application of them. It will be the up purpose of our new Division to lend all possible assistance to ployers of our State to a reduction of their accidents and in all pertaining to the advancement of safety in all its phases. In this connection I want to urge that the section adopt a standard of keeping your lost time accident and occupational records from__which periodical reports may be compiled an> reports assembled and tabulated by your section officers. Thes would be distributed among all members for comparison. 1 nothing more stimulating to safety work than the eompetitf? engendered by a comparison of accident experience in a pi industry; but these experiences are comparable only when t from standard forms used by ali of those making reports. Ther be no objection to submitting such reports for circulation amoi bers, for the identity of the plants need not be disclosed hut used instead; each member knowing only his own number on That, however, is only a detail and with the thought that "hones sion is good for the soul," I believe a frank interchange of ex] between plants would be helpful to all and the plant with a bad, record need not be ashamed if its management is desirou determined to improve it. If you decide to adopt a uniform standard, I am sure the mar Quarry Section 93 of the National Council or the Industrial Departments in your respet live States, can give you the information and assistance in draftini a form which will fit your particular conditions. This thought is no original with me as I am told it is in practice with some others of th industrial sections. Ir only advance it now because I firmly believe i should be foremost in the activities of a section. These are only factors, however, in the solution of the safety problem The laws are only rudimentarfly fundamental, to pave the way fo better things; to inspire you to do more than just what the law. require. Mandatory Laws Alone Not Sufficient After more than twelve years' experience in the administration ant enforcement of factory laws and regulations, I am convinced that s mere arbitrary enforcement of certain mandatory laws will not 3lon suffice to accomplish the desired results in accident prevention work. A very important and essential factor of the problem fs educational safet; work and that cannot be controlled by legislation hut must be promo) gated and maintained spontaneously by industrial management dtrosg the medium of proper safety organizations within the faftvMwrf estat lishxneut. I do not know if safety organizations made of Safety Committee composed of foremen and employees of the- phut are anywhere compel sory bnt I do know that a credit in the premium rates fs allowed b; insurance companies for such ocgaafrationj and there earn be- no quo tion of the value of this plan fst pmaWiag safety in the plant. Th complexion of these committees, shonK of eacne, change periodical!: as every person who serves becomes *--*>---* with some ideas of safet; more than before and the result is a gradual but sure development of th safety spirit throughout the organization. A safety engineer of a larg plant was once asked how many safety men he had in his organization His answer of "over two hundred." was received with some incredulit; until he explained that there were that number of foremen in the plant Education in safety is, after all, necessary to its achievement. Man: human beings are inherently careless and must be taught and trainee to thinle and act safety and we cannot expect an observance of laws tha are not understood.' When you, as employers, are converted to the doc trine of safety and when your employees comprehend that every safet: measure and rule is for their protection against injury or death, t< save them for themselves and their dependents, then, and not unti then, may we hope to "accomplish what is contemplated by the laws whei they are enacted. And, gentlemen, let me say this; it is useless to attempt anything ii this direction with hope of results unless you yourselves, as owners am managers, are firmly committed to the sincere purpose of making you: plant a safe place to work. You may execute the Instructions and order of your State, you may- carry out the recommendations of your insuz ance carrier, organizer safety committees, display bulletins, etc., bn 934 Fourteenth Safety Congress unless the spirit of safety emanates from the fountain .head, unless ' boss prefach.es safety and means it, you won't go far. Don't fool yo selves for you won't fool anybody else. Your employees .will quic! discern whether you are, or not, sincere and you can't expect them go any farther than you lead them. You will, however, find them, or least the great majority of them, anxious to please and ready and w ing to follow your lead. They will realize what it means to work wh their interests are considered. They will appreciate what it means work in a safe place. Their families, those most concerned, will api ciate what it means to have the assurance, the confidence, that husband, the father, the son, the breadftcdnner, is being protected : saved for them; able to work every day and bring home the full ; envelope so necessary to their existence. No danger of injury and physical suffering or the lost time with its attendant shrunken inco deprivation and mental anguish. Workers Don't Want to Quit Safe Plants Your workers won't want to leave a place like that; their families ' oppose any thought of change. Your turnover will be reduced and will breed a feeling of happiness and contentment which will perv your whole organization. I need not dwell on what this stabilized f< means to you in greater efficiency and reduced operating costs- H proving out all through industry. It is progressiveness; and progress ness means success^ and the quarry man who doesn't get in line have cause to regret his lack of farsightedness sooner or later. It is not my intention to go into detail at this time regarding % accident hazards as'you must know them better than I do. My mis. is to impress you with the wisdom of taking proper steps to safegu them. It may not be amiss, however, before concluding my papei comment briefly on just a few of the outstanding ones. Statistics of U. S. Bureau of Mines show that the greatest number of accidents o< in handling rock at the quarry face. Are you preserving safe an at your quarry faces and maintaining adequate inspection of condit at faces? Do you Have safety stairways at these points? Flying ob` is the second largest cause. Do you provide ample and proper sh< houses for protection when blasting? Accidents In Stripping and Haulage Accidents in stripping and haulage are next in order; these c a wide range of hazards that are responsible for numerous aecidi many of which are no doubt due to carelessness and indifference on part of workmen. How much of this carelessness is due to a lac proper instructions; as to the hazards of said operations; I know carelessness obtains in other of your operations in thawing dyna improperly; by using a knife or the teeth for crimping. Are you forming to-safety practice in storage and use of explosives? Is pr care taken about misfired holes? These are matters of strict superv which must be maintained. Quarry Section 933 What about your crushers? From my own observation, this is one of your worst hazards because of the severity of the exposure. Men should not be permitted to work about the pits of either gyratory or jaw and roll crushers without life belts. Hand rails are not sufficient protection and are not always used. I would be deeply interested in a discussion of this particular hazard and the measures employed to pro tect the workers at the crushers for I am apprehensive that this is one of your hazards that has not been given the serious consideration it demands. In conclusion, therefore, if it is in order. Mr. Chairman, I would like to suggest that if there is any time left on my allotment, that it be taken for a discussionrof crusher hazards which would no doubt be of more value than anything further which I might have to say on the subject at this time. DISCUSSION J. W. DoitSEY (The Solway Process Co., Syracuse, N\ Y.) : I would like to ask Mr. Kearns what are the severe hazards in the crusher plants. - Mr. Kearks: The danger of the operators slipping into the crusher. Most places have no life belt provided. Sometimes there is a rail pro vided around, but the operator frequently gets inside of the rail some times to push the material around in the crusher, and there is danger, it seems to me, of his slipping off of that ledge and into the crusher if it is not presumed that if the crusher is full of material at the time there i3 a possibility or a chance for him to climb out before he is caught in the jaws of the crusher, and if he is caught it is usually a very serious, if not fatal accident, of course. I asked for discussion of this particular hazard for my own informa tion as much as anybody else's because I am somewhat alarmed by the severity of the exposure in that case and the apparent lack of adequate protection. A. A. Reinmas (U. S7^ Gypsum Co., Ft., Dodge, la.): At Fort Dodge we have two crushers about twenty feet below the weight hoppers, and whenever the crusher becomes stuck and the crusher men must get down in there to loosen the rock, we have instructed the way boss to watch him until he is signaled by the crusher man to go ahead. To do away with the possibility of the man being caught and ground up we have installed a no holdage release line to an oil switch which controls the crushers, controlled by a button tinder the hand of the way man, and the moment he sees that anything is going wrong he touches that button and the crushers are Instantly stopped. Now he has made a TJhggestion which I think we will adopt in con junction with that: namely, the use of a life safety belt. I would to ask you whether or not, or what provision you make for keeping a man from slipping down when lie does use a life belt. Mr. Kearns: Wouldn't it be possible to make the belt of sufficient mmm tm 936 -Fourteenth Safety Congress length, so as not to interfere with working on top the crusher, but nc long enough to get into the jaws of the crusher the minute he slips i: or stays in there too long? Couldn't that belt be arranged just the righ length so that if it is attached to a belt worn around the waist that i won't let him in the crusher? Chaibmab Evans: 1 should like to ask a question: How many revolt tions will that crusher make after the power is disconnected? Me. Keabns: It will stop instantly. I don't suppose it will make om HOW WE ARE ABLE TO OPERATE WITH SO FEW LOS1 TIME ACCIDENTS J. R. Davis, Superintendent, United States Gypsum Co., Genoa, Ohio. In presenting this paper dealing with our accident record at Geno: I fully realize that many of those here present are connected wit plants whose accident record is better than ours. For this reason n attempt will be made!to compare our statistics with other plants, bu rather a comparison will be drawn between our own record of a fe1 years ago and at the present time. This is done because the reductio we have made is an. appreciable one and we hope may prove an incei tive to those of you who are just starting out in safety work, Our plant at the present time employs about 275 men of whom on third are in the quarry- There is nothing exceptional about the plaz or the type of men employed which was conducive to a reduction i accidents. On the other hand the conditions were perhaps unfavorabl The reduction, however, was made without any material changes in tl the organization or in the plant other than a natural growth in siz This point is mentioned to show that conditions in our plant were i different from those in the average plant and that such a reduction t has been made here can be made In practically any plant provided thei is the desire and interest aroused among the men. During 1922 the lost time due to accidents at the Genoa plant amount* to 64 minutes for each 100 hours worked. At that time approximate 200 men were employed, and our total lost time was equivalent to tv men being off for the entire year. Unfortunately we did not come to realization of the seriousness of this problem at that time and oi record continued throughout the year 1923 at practically the same fi ure. In the meantime, statistics for the twenty-five plants in our coi parfy showed a reduction in lost time from 1922 to 1923 of 25 per ce: having dropped from, fifty-three minutes to forty-two minutes per H hours worked. .The fact that the company as a whole had reduced lost time 23 p cent whereas we had made no reduction aroused our fighting blood ai early in 1924 we came to the determination that we too could make reduction. A survey of the plant showed that our equipment was fairly w< Quarry Section 93? guarded but we started at .work installing' additional guards so tbat every possible danger point would be covered. We soon found, how ever, that this was not reducing our lost time. Accidents continued to happen and we came to the realization that a well guarded plant was only a very small step toward accomplishment of what we had in mind. A further survey of the plant showed that there were many places where serious hazards existed for which no guard could be provided ex cept a careful workman. Wherever such a condition existed a study waa made and a set of safety rules drawn up to cover that particular point. As an. example of this we have three gantry cranes hoisting rock from our quarry to the mill. These were notoriously hazardous machines and three fatal accidents had occurred here prior to this time. After a discussion with the crane operators, the hookers and others concerned, a set of rules was drawn up governing the cranemen, the hookers and all others who came within range of these machines. These rules were not-only posted, but a copy was furnished to each of the cranemen and hookers and the reasons for the rules discusseed with them. Another cause of frequent accidents was stone rolling down the piles in the quarry resulting in broken legs for those who did not get out of the way. Signs warning _of this danger were placed at several points in the quarry, and the men's attention called to them and the reason for placing them there. "~7 By studying such hazardous. places and discussing them with, the men their interest was stimulated and they looked at safety in a new light. This procedure, however, brought only a comparatively few ol the men in contact -with the safety work and in order to bring them al in, an intensive educational campaign was started to interest all of tin men, their families and the community at large in our war against ac cidents. We found a man in the plant who, in addition to being a clever artist possessed imagination. He was interested in the campaign and startec making home-made bulletins, portraying possible sources of injury ir our own plant and illustrating accidents tbat had occurred here. Thes< bulletins aroused more interest than any we had ever used and drew at tention to the other bulletins in the new hoards which had been placer throughout the plant. Large sign boards were also made and erectec about the plant, bearing safety slogans which were changed from tlm to time. One of these in particular drew so much comment both among the men and from outsiders that it remains unchanged today. It is tin one word "Think" in large letters posted in a prominent location when all may see it when entering the plant. Another large bulletin boarc at the time clock house pictured each month a horse race, automobih race or some other race in which the contestants represented the vari ous departments in the interdepartmental safety contest which was t run throughout the year. A "pennant," made of sheet metal and painted was awarded each month to the department with the lowest lost tim< record. 938 Fourteenth Safety Congress Inserted Paid Advertising in Local Newspaper Arrangements were made with the local newspaper for a display . vertisement in the weekly issue, where an appeal was made to the m their wives and children to join the safety movement. A column w also run in the news section dealing largely on Safety and its benefl Circular letters were mailed to the wives of the men in which they w< urged to assist their husbands in cultivating safe habits. A little la' an open air picture show was staged on the village park with a come for the little folks and safety films and talks for the grown ups. To many of you these stunts are old but they were new In our pk and served their purpose in arousing the interest of the men in safe We had a feeling that once that interest was aroused the men themseli would take the lead in the -safety work. Records showed that accidei were becoming less frequent and less serious. By the- latter part 1924 the improvement was so great that from Oct. 15 to the end of t year there were no lost time accidents. The semi-annual no accid* campaign started by the company in all plants in October meant me to the men than ever before because they saw its importance to the At the same time, the inauguration of uniform safety committees a proceedure gave the added impetus necessary to gain the full inter< and co-operation of the men. At the end of the year records show that lost time had been reduced from 64 minutes per 100 hours in IS to 37 minutes per 100 hours in 1924, a total reduction of 42 per cent, might also mention here that the company records showed a redact! from 52 minutes in 1922 to 28 minutes in 1924, a total, of 46 per ce: We were still higher than the average but our reduction had been ma in practically one year and under adverse conditions as during tt year the plant had been increased in size about 50 per cent, tbe c< struction work having been done by company men and. the accidc record included in our plant record. By the beginning of 1925 the men had become so Interested in t safety work that they were taking the initiative themselves in an < deavor to make the plant the safest of its kind in the country. I ha mentioned before that they worked from Oct. 15 to the end of the ye without a lost time accident but they did not stop there. They c* tinued to work without lost time accidents until April 20 of his ye; a total of 189 days. Unfortunately three more accidents occurred with the next 20 days. However, once a group of men become interested something and really want to put it across there is nothing that c stop them. Beginning again on May 11, they have worked until t present time without lost time, a total of 142 days and I hope they w continue until they have beaten their previous record which is the gc they have set. Only Four Lost Time Accidents This Far To date this year there have been only four lost time accidents, ; occurring within a period of twenty days. In fact these four accidei Quarry Section 939 are the only ones that have occurred since Oct. 15 of last year, whereas for the first ten months of last year there were thirty-five lost time accidents. The lost time figures for the first eight months of this year amounts to only 7 minutes per 100 hours worked as compared with 37 minutes in 1924 and 64 minutes in 1923 a total reduction of 89 per cent in the past two years. For eight months this year company records for all plants show a lost time figure of 20 minutes per 100 hours a reduc tion of 61 per cent since 1922. There is one more point which I would like to mention and that is the reduction in accidents made in our quarry this year. You are all familiar with quarry work and realize the natural hazards which exist In it, particularly when you have a large number of men breaking and loading stone by hand on piece work. In spite of this the men in the quarry have operated for nine months of this year with only one lost time accident and their lost time figure is only two minutes per 100 hours as compared with 71 minutes per 100 hours last year, a reduction of 97 per cent. While we have other departments which have a lower lost time figure we have none that have made any reduction approach ing this. We accordingly consider our quarry the banner department and an asset to our safety work whereas we formerly considered it a heavy liability. Advertising safety is like advertising any other article. A .desire can be created by an intensive campaign but unless you continue to ad vertise after that desire is created, the article will soon be forgotten. For this reason we have continued our propaganda using new signs, new bulletins and new ideas. The occasional group gatherings of the men have grown into regular monthly meetings at which talks on various phases of safety work are given by the men and prizes awarded for the best suggestion submitted by an employee during the preceding month. The little metal pennant for the best department record has been re placed by a small silver loving cup. The newspaper propaganda has been continued and supplemented by a small monthly magazine pub lished under the name "Lime Light" in which the last word stands for the light of safety which is guiding the men. In conclusion let me say that the reason we have been able to oper ate with so few lost time accidents is because the men have grasped th real, idea of safety and repeat again that when a group of men becomt interested in something and really want to put it across nothing car stop them. Chaismaii Evans: I am going to call upon the Secretary of th< National Crushed Stone Association, Mr. Sandies. A. P. Sandies : We have ah industry which involves some risk bu I think we have made a wonderful progress in making our industry safe I believe that if you compare the records you will find we have made ; wonderful reduction of accidents, loss of time and loss of life. It i meetings of this sort that help us. I have here a telegram from th President of our National Crushed Stone Association, Otto M. Grave: -B-uftat-jaia i --MM--^ .mala i';j warns & 940 Fourteenth Safety Congress of the General Crushed Stone Company, Easton, Pennsylvania, who wirei "PLEASE EXPRESS TO CHAIRMAN EVANS AND THE OTHEB PRESENT AT THE MEETING OF THE QUARRY SECTION OF TH SAFETY CONGRESS MY DEEP REGRET AT MY INABILITY TO A". TEND. PREVENTION OF ACCIDENTS IN OUR INDUSTRY IS MOS IMPORTANT BOTH ECONOMICALLY AND FROM THE HUMAN STANDPOINT. A DECREASE IN ACCIDENTS WOULD WARRAN ALL REASONABLE EXPENSE IN ACCOMPLISHING THE RBSULr AND UPON US RESTS THE RESPONSIBILITY TO DO SO BECAUS, OF OUR DUTY TO OUR EMPLOYEES. I BELIEVE THE NATIONA CRUSHED STONE ASSOCIATION SHOULD AFFILIATE, THBREB INDICATING ITS ENDORSEMENT OF THIS PROGRAM. WE COUN UPON CHAIRMAN EVANS TO LEAD DISCUSSION ON THIS SUBJEC' AT OUR NEXT NATIONAL CONVENTION." Cnaibman Evans: "The Nominating' Committee will now submit thei report. ". E. Ross Fakra: For Chairman, E. E. Evans, President of the Whit* house Stone Company of Toledo, Ohio, and also President of the Ohi Macadam Association. For Vice-Chairman, D. C. Souder, Director of Insurance and Safety a the France Stone Company of Toledo, Ohio. For Secretary, John L. Grider, Personnel Department, United State Gypsum Company, Oakfleld, New York. For Chairman of the Membership Committee, A. P. Sandies, Seeretar; of the National Crushed Stone Association, Columbus, Ohio. Chairman Evans: nating Committee ? Me. McLaughlin : What is your pleasure with the report of the Nomi I move that we accept the report of this committc and that all of us give a rising vote of acclamation. The members arose. ADJOURNMENT Rubber Section September 30 and October 1, 1025 E. L. HEWITT, Chairman Manager, Providence Safety Council, Providence, R. I. H. H,, GRAEF, Vice-Chairman and Secretary Manager, Employees Service Division, Goodyear Tire and Rubber Company, Akron, Ohio WEDNESDAY MORNING SESSION HES RUBBER Section of The National Safety Council, held at the Hotel Statler, Cleveland, Ohio, convened at 10:00 o'clock, E. L. Hewitt, presiding. ^ Chaikman Hewitt: The first item on the program this morning is the report of the Secretary, Harry Graef, Manager of the Employees Service Division of the Goodyear Tire & Rubber Company. Me. Gbaef: The secretary in the past year has been furnishing the members of tbe Rubber Section with the procedure at the different meet ings of the `executive committee so that they would be in touch with what the executive committee was planning and doing in an effort to benefit the members. In addition the secretary has issued three "News Letters''. Outside of that the work of tbe secretary was principally routine cor respondence. Chairman Hewitt: The next item on our program in the way of committee reports is that of "Membership." Mr. Salisbury will report. R. C. Salisbury (Manager and Health Federal Division, The Fisk Rub ber Company, Cudahy, "Wisconsin): We produced during the year a pamphlet, which was used in connection with an intensive membership campaign which started in July and which brought in several new mem bers. During the year we lost two members. Tbe total membership is seventy-six. ' G. S. Sanders (Kelly-Springfield Tire Company, Cumberland. Md.): We have bulletin material in the hands of the National Safety Council which will take" care of us until next February. 941 943 Fourteenth Safety Congress Chairma-n- Hewitt: Judge Waddle, Manager of the Dealers Relal Department of the Goodyear Tire and Rubber Company, who has v kindly consented to-give us his view of what safety means in the rut industry. " G.A. Wadule, (Manager, Dealers Relations Department, Goodyear 1 & Rubber Company, Akron, Ohio.): We have talked about what rubber industry has meant to safety. Now, I just want to speal moment or `two about what safety means to the rubber industry, you know, 83% of the production of crude rubber consumed in t country goes into the manufacture of tires and tire sundries. Th tires all have to roll on some kind of an earthen surface, roads good, l or indifferent. In my opinion, the limit to this question of internal ec bustion engines transporting persons and property over the highways the United States is very largely the limit of the road capacity and i safety element of the public's use of the highway. We are reach! forward to build and increase highways. But that alone will not so', the problem. We have traffic regulations within the cities, but we mi reach out and have traffic regulations over the highways connecting f cities. This enormous thing of individual transportation has reach the stage where the family is no longer content with one open car. The rubber industry is vitally interested in all the things that a .lone at this Congress the awakening of the public interest, the efifoi of all these sections that have to do with traffic, with regulation a: with the automobile and with its control, its parking spaces and all t other things that go into this traffic and its control, all of which, is vital importance If we are to have the opportunity to go hand in hai with the automobile in doing our part with increasing sales, with i creasing production, to take our share of this enormous business. Ciiaikmaiv Hewittt- Our next item is a round table discussion und the title of "Safety KTnks, Old and New." At this point a number of stereopticon views were thrown on ti screen, a discussion of which was entered in to by R. C. Salisbury, E. 'V Beck, H. T. Martjn and Mr. Cochran. A. L. Rose: I ani~just a little surprised to have seen a picture of device not only countenanced but sanctioned by a safety department pe nutting the use of air hose for any other purpose than, protection pu poses. I believe that air hose may be used safely to clean clothing, bi I think it is very dangerous in its potentialities, and I would consider very unwise for a safety man to allow, if he could prevent it, the use < air hose on the person at all. Mu. Mead (The United States Rubber Company): In regard to til slide that was shown with the device on it for the purpose or for the us in fact of cleaning clothing, I am like the gentleman that spoke previot to me, it is absolutely unsafe. Compressed air in any of our plants the is using it is one of the most dangerous factors that we have to conten with when it is used for purposes other than what it is designed for. Rubber Section 94S know this from actual experience in several cases that have come undei my personal observation and knowledge. ft. C. Saucsbttrv: Mr. Rose, I thoroughly agree with you that it is inadvisable to use compressed air for any other purpose than that it is intended for. In myawn experience I know of two instances where mei were completely deboweled and died later. That little handle we use i: positively safe. It can't be injected into the rectuni, nor can sufficien air come out of it should it be put in behind the rectum. I therefon feel it is proper to provide a safeguard and guard against human natur than to simply "post rules and try to enforce a regulation that is some times difficult. The device is not used in connection with operating cor ditions, and no one is allowed to clean clothing except with this device R. G. Sanders: The nominating committee present for your approva the following names for our officers for the coming year: Chairman, H. H. Graef, of the Goodyear Tire & Rubber Company. Vice-Chairman, R. C. Salisbury, of the Fisk Rubber Company. .Secretary, W. L. - gnyjdev. .outlie Goodrich Rubber Company. Chairman HewittT' You have heard the report of the nominating cor mittee. What is your pleasure? E. W. Beck: I move that the secretary cast one vote. Motion carried. H. H. Graef: I have felt that the members of the representation we: not getting as much benefit out of their membership as they should. Oi membership chairman reported we had seventy-six members on our ro There are certainly not seventy-six here In this room. To me membersh in the National Safety Council should mean more than paying dues on a year or even, goingra step better, sending a delegate once a year to t'. annual convention. One of the policies that I hope to see the executi committee carry out during the coming year is to get together the members who never answer correspondence and never show any intere THURSDAY MORNING SESSION The Rubber Section of the National Safety Council, held at the Ho Statler, Cleveland, Ohio, convened at ten o'clock a. m., E. L. Hew presiding. - Chairman Hewitt: The first item on our program is the report our Engineering Committee. Report of E. A. Hoener, Chairman of Engineering Committee The Engineering Committee has spent a great deal of time and eff on the proposed National Safety Code for the safe guarding of rub machinery. This committee, working with the special committee j Roland Leveridge of the State Industrial Board of the State, of I> Jersey, conducted a number of tests on equipment in the East and i 944 Fourteenth Safety Congress in. Akron. The results of these tests were carefully tabulated studied and from "these tests certain concrete facts were establishet -A tentative draft of the Mill & Calender Section of the proposed has been drawn up and submitted to a representative group of all pa interested and is tb come up for final reading and discussion during present session of the National Safety Congress. Due to the large number of local conditions which must be taken consideration, it was impossible .to set down any iron bound rules regulations, but if the intent of the code is followed out, we shoulc cure a maximum of protection for the workman and at the same i make the operation of equipment economical from a manufacturing maintenance standpoint. From comments so far received, we feel that we will have the backing of all concerned in making the code operative as now wri and revised in detail only. We wish to take this opportunity to thank the equipment mami turers and the various rubber goods producers who have been i The coming year should see still greater progress made in the sa code as it is felt that the mill and calender section presented the har< accomodating in assisting us in conducting tests, even though ii great many cases it necessitated a loss in production, problem of all. A M. Partridge (The Fisk Rubber Company, Chicopee Falls, Ma chusetts) : Prior to 1921 the Rubber Section never bad a form wi could be used mutually by all companies on a comparable basis to si the causes of the accidents and the nature of injury, or the results, s so forth. A form Was drawn up, submitted to the Executive Commit and approved, and from that time to the present that form has been use. It was felt while this form to a certain extent took care of the s ation, that there were some things about It that everybody could : agree on, and there were a lot of companies who were not submitting facts and figures in connection with these statistics as well as we woi all like, and in that way we did not get as complete report as we mig With that thought in view, the Statistics Committee has gone ahead a put together a form which, while we do .not consider it one hundred 3 cent, we feel that it is a" great Improvement on the old form. I do know of any service that the Rubber Section can render to its memb< that will do more good and be more far-reaching than to present to th< a picture of the cause of the accidents in the rubber industry, in tl way giving them a chance to stress their work towards correcting t hazardous conditions and the like, and in the long run will tend eliminate many of the injuries that happen within the rubber industry. I would like to ask all the members to put their data on these fori and send it in to the Chairman of the Statistics Committee. If you w do that, I feel that we can put together some sort of a compilation accidents which will be the best thing the Rubber Section has e\ presented ---- Rubber Section 945 HANDLING SOLVENTS D. T. Wright, Assistant Chemical Engineer Underwriter's Laboratories. Chicago, 111. The fire and explosion hazard involved in the storage, use, and han dling of flammable solvents has always commanded attention. The re sults of extreme carelessness, or ignorance have been so disastrous that certain rules have been universally adopted. Specific containers have been designated for the transportations of such solvents by the Govern ment of the United States through the Interstate Commerce regula tions. People charged with the handling of flammable solvents are almost universally instructed to keep them away from flames, and in cool places. The fire insurance companies have made many regulations governing storage, use and handling. In spite of all the precautions which have been taken, many fires have occurred which were directly attributed to flammable vapors. The Rub ber Mills-Pire Record of The National Fire Protection Association dis closes a large number of fires attributed to the ignition of vapors of flammable solvents by static electrical discharges. Nature of Solvents Unfortunately the solvents best suited to use by the rubber industry are decidedly flammable. As the degree of hazard varies with the choice of solvents, great care ^should be taken to select those solvents with properties best suited to the need. Knowing tbe exact nature of the sol vent being used in a particular operation, standard precautions can be taken in its handling, storage and use. The degree of volatility and flashing points of commercial naphthas vary over a rather wide range. It is .well to specify carefully when purchasing naphtha. A particular Baum4 naphtha can be produced by tbe mixing of casing head gasoline and kerosene. Such a product would have very undesirable properties for most purposes. The casing head gasoline in tbe mixture would add a considerable hazard by its high volatility. Carefully drawn specifications should include degrees Raum, initial boiling and end point, and in certain special cases, the percent age distilled at 2 or more intermediate temperatures. Naphtha used for quick drying cements will have specifications calling for 100 per cent to be distilled at about 212F. and will be considerably more hazardous than products having an initial boiling point. near!50F. and an end point of say 400F. The specifications'for these various products should be well- known by the personnel and care should be taken to prevent interchanging by error. Benzol is another flammable solvent, which is used extensively. The pure product has a specific gravity of 0.879 at 68F., a flashing point of -16.6F., a boiling point of 176.3 "F., a vapor density of 2.7 (air=l), and an explosive range in air of 2.7 volumes in air to 6.3 volumes in air. Benzol has a tn-rlp uffonf cTw-t.-ia *---------------J-->--------* - - ` * 946 Fourteenth Safety Congress In any operations where it is economically possible the fire hazard naphtha and benzol can be greatly reduced by the use of a mixture 60% carbon tetrachloride by volume and 40 % naphtha or benzol. 1 percentage mixture has less fire hazard than kerosene. By increa; the percentage of carbon tetrachloride to a minimum of 70% by vol' the resulting mixture will not flash even at its boiling point. Carbon disulphide is extremely hazardous and should be mentic especially because of the low temperature at which it will take The apparent ignition temperature of carbon disulphide is 212F. ' is the temperature at which the product will ignite in air without plication of flame. Its flashing point is -22F., boiling point Ilf and vapor density 2.6 (air=l). It burns explosively in air over a 1 range of concentrations. One fire of known cause was started by pla a pan containing carbon disulphide on a steam pipe. The man who this did not know it was so easy to start a fire. Other highly flammable liquids are used and experimented with from time to time additions will be made to the list of solvents i Too much care cannot be taken to establish the exact characteristic a new solvent or mixture. Storing the Solvents The object in storing the solvents should be to isolate the bulk oi flammable solvents not needed for the day's run. This may be ac plished by storage in underground tanks or by the use of isolated b ings reserved for Jhe purpose. The National Eire Protection Association has formulated coe hensive rules for the construction, and location of underground t for hazardous liquids. These tanks must have vent pipes and < fittings as specified, and a readily accessible valve operated from a ground to close the tank in case of fire. Where tank cars are used for filling, the car should be located di unloading inside S dike or over a depression, so that an overflo liquid would not endanger surrounding property. Suitable drains c to be provided to carry away overflow liquid. Buildings reserved for the storage of flammable solvents shoul ventilated so that the vapors would not aecumultae and should be removed from other buildings. They should be well lighted on all by windows so that artificial light would not be necessary in obta supplies. Where lighting is used the sockets ought to be keyless bulbs protected with safety globes, and the wiring in conduit witl switches and fuses^ located outside of the buildings. Using the Solvents The best plant practice is to isolate the most hazardous processes then safeguard them to a maximum, at the same time not neglecti: protect the less hazardous processes. The act of separating the hs ous processes from each other and from the rest of the plant is re< Rubber Section 947 tlon o the Incompleteness of the most careful safety first work. Of course the human factor plays an important role in upsetting plans for safety. Effort should be made to reduce the human factor to a minimum. In all the processes where solvents are being used the workrooms should be well ventilated. The fans should be installed outside of the rooms with sufficient fresh air intake, so that an explosive mixture of vapors in air will not pass through the fan. As the vapors from the solvents are heavier than air care should be taken to .prevent vapors collecting near the floors. This ventilation at the floors can be accom plished by numerous pipes set close to the floors at a downward angle to the outdoors. -- Easily available exits for employees should also be provided in the workshops containing hazardous processes. It is a difficult problem to provide adequate fire fighting equipment to extinguish fires, which involve burning solvents, such as benzol. The location of special hazards, and the area to be protected must be care fully studied. Water must be used wisely for it may spread the fire. Good foam systems are very effective in blanketing solvent fires. In many cases, flash fires may be successfully blanketed or smothered by steam, but precautions must be taken that no one trying to escape from the room will be reached by the steam or have their exit cut off. Carbon tetrachloride, sand, and solid sodium bicarbonate will be valuable in many Instances. Static Electrical Discharges The high insulating properties of the solvents and the materials handled in the rubber Industry are conducive to the formation of static electricity. The hazard may be guarded against by two safety measures, namely, grounding, andl maintaining a high humidity. All metal parts of the building, including door frames, and window frames should be well grounded. Grounding should Include piping, and all machinery, belts and other moving objects. A metallic platform which is grounded should be provided in front of all such equipment, as spreaders, and churns, so that employees must stand on the plat forms. All material passing Through spreaders should be thoroughly grounded by numerous collecting points or by thoroughly grounded metal rollers for the purpose. Outlets for all fixed piping for solvents should be grounded. Cans for transporting solvents should have chains fastened to them which will drag on the floor. Employees should not be allowed to wear rubber soled shoes. Although the value of grounding in preventing static discharges has been established, much work remains to be done before the whole problem of static phenomena will be understood. It has been found thatHa high humidity helps to prevent the accumula tion of static charges. It appears that the high humidity tends to make Conductors Of the insulatinsr materinla a*- --*------------ - 948 Fourteenth Safety Congress average moisture content of the .air which prevails in the sum months is sufficient to produce a marked difference in the capacity bodies .to build up charges. ..Doubtless it will be difficult, under m conditions to maintain a summer humidity the year round, but it pears that the effort would be worth while in decreasing the st hazard. Recognizing the ever present hazard in the storage, use, and hand of flamable solvents it is suggested that each day a man who is quali in fire prevention work make a trip through the plant, reporting ant regularities. It isjbelieved that a trained man in constant contact > the various processes will be able to safeguard and improve the pr< tion against fire, and that he will prevent neglect of safety mease which might occur due to lack of responsibility. POWER WINDUPS William H. Larkin, Jr., United States Rubber Company, Passaic, I* The subject of power windups in rubber factories is not ' one w has had much discussion but is a topic that requires the speaker to d largely from his own experience to describe the machinery in its hi made detail, to point out its crudities and to tell what has been to make this class of equipment more nearly safe. Power windups as a class of rubber mill machinery are not par larly hazardous. They usually operate at moderate speeds and themselves readily enough to safeguarding. It may be said with res able confidence that the only thing which can make' them dange is the state of mind found when the operator is day dreaming. There are two principal classifications of windup machinery in ru mills, those that are positively driven and those that are driven thn friction clutches or members which allow for varying speed of the r ing parts and variable pull on the fabric being wound. The first i covers such apparatus as the windups at the ends of belt malt tables, at the ends of belt vulcanizing presses, and those used with < cutters and duck dryers. The second class covers windup equipi such as is found usually on rubber calendering machines. Positively driven windups are commonly used and vary greatl; construction details, size and capacity. The wind-up on a duck d: for instance, may'Tie a comparatively light piece a? apparatus car of reeling up one roll of duck as it passes over the steam drums, haps driven by a light belt from an overhead countershaft. Quite a different thing is the windup at the end of a thirty foot press suited for rolling up a rubber covered belt six feet wide about an inch thick, weighing twenty thousand pounds or so as it : on the five inch square ox steel shell bar. The windups at the of belt make-up tables are usually like those at the end of press the case of the "very large belts and on tables where the m-ike-ii] large special belts is partially hand work. Rubber Section 949 The old fashioned method of building- this apparatus was to assemble a lot of large compounded gears, pinions, bearings and heavy shafts supported by wooden posts attached to the ceiling, and surrounded by a wooden fence* The ensemble was usually belt driven by means of tight and loose pulleys from overhead. The whole formed a noisy, cumbersome piece of apparatus which would wind up heavy belts if the drive belt did not slip too much, but one that was always giving trouble and which was in every one's way. The guarding usually con sisted of the wooden fence mentioned which left much to be desired. The modern substitute for this old fashioned scheme is to erect a set of steel I beams at a convenient distance from the make-up tables or vulcanizing press. To these vertical beams are attached pillow blocks which support the chucks or sockets which carry the shell bar. At one side, suitably placed, is a structural frame which supports a var iable speed, series wound motor which drives the shell bar through worm and worm wheel, the latter of which centres on one of the chuck shafts. The I beam columns which make up the structure are ordinar ily three in number. Two of them are located on the motor and worm wheel side while the third supports the chuck at the other end of the shell bar. Where the belt press has two openings, two such pieces of apparatus are located at the take off end of the press one behind and somewhat above the other. The control for this class of apparatus usually consists of the railway type drum controller which adapts itself to convenience of location and handling. In the case of a two opening belt press, for instance, the two windup drum controllers are ordinarily supported by a short vertical structure at the take off end of the press. This support is secured at the side of the press and is of a height that will bring the controller handles- at about the height of the operator's waist line. Locating the Controllers at this point allows the operator to see the platen mark on the belt as it comes along through and to stop its movement when it is sufficiently advanced. He also has in front of him the belt rolls on the windup shell bars and can watch them to see that they roll up properly. Such an arrangement of windup and con trol is much more compact and at the same time far more powerful than the old style pulley driven aggregation of spur gears. It is also more easily controlled and conveniently placed. One man was reqfuired formerly to watch the heft at the end of the press as it was withdrawn from the opening and another to handle the shifter lever of the windup. With the modern worm wheel drive one man handles both operations. The other kind of windup or the variable speed calender type, familiar to all rubber mill men, is more or less standard in its general make-up. It consists, usually, of two stub shafts supported on the calender hous ings and each of which bears a socket clutch for an end of the shell bar. The stub shaft at the drive end Is connected by a train of spur gears to one of the calender rolls--usually the bottom one. The end gear of this- train is on a cjuill which is loose on the stub shaft and -which also carries two friction discs one on either side of the gear. Two other 950 Fourteenth Safety Congress discs are splined and keyed to the stub shaft in such a way that match the discs attached to the moving gear and may be br< together and caused to grip the central discs. As the discs on splines grip the discs on the moving end gear of the train the stub begins to rotate and the windup operates. The contact surfaces bet the discs are separated by oak tanned leather pieces which are c fit and which make good gripping surfaces. The sliding discs are to come together and squeeze the moving discs attached to the train by means of a hand wheel which is held by a threaded ht the bearing which supports the whole apparatus. As the hand wh< turned the thread causes it to move sidewise, forces the discs tog and starts them to rotate. Between hand wheel and rotating discs is placed a ball bearing thrust collar--one of which is plaeed between the outboard disc and limit collar at end of the shaft, is important that the hand wheel should not change its positio: easily--its hub is split and supplied with an adjusting bolt which be taken up as the threaded hub wears and the hand wheel be< somewhat loose. With the adjustment of the hand wheel the spe the windup and the tension on the fabric can be varied. This foi apparatus may be used on other types of rubber mill machinery bt greatest number jwill be found in the calender room. Types of Windups That are in Many Factories A walk through one rubber mill recently disclosed the followir sortment of windups which probably is more or less what wou found in many factories. Six two-opening presses with modern double worm and worm motor driven windups "with heavy structural steel supports. Four single worm and worm wheel windups. Two old type belt driven windups on soapstoniug machines, leather band friction drums for adjusting the tension. Seven old fashioned belt driven windups on belt making tabl handle the belts in process and linings. Two duck cutters with chain driven windups. Three old style belt driven windups with disc tension. One belt driven windup at end of duck cleaning machine. T from the weight of the goods. One old style belt driven windup on duck dryer. Tension fron tion of goods over the rolls and drums. Eighteen calenders with windups geared from bottom roll, and adjustable band friction tensions. Four special belt driven windups for use with calenders. One belt driven windup used to pull packing through bra machine. Has riband friction tension. Two belt driven windups with band brake tensions at end of ing make-up table. Three belt driven windups without tensions, on soapstone appa Rubber Section 951 Seven belt driven windups with, gear reductions on end of dryers. These windups have great similarity except as to size and driving power and the previous detailed descriptions answer for them very well. It is, of coarse, evident that the modern motor worm wheel driven windup is far superior to the old rickety compound geared belt driven winches which formerly served the purpose in all cases and still do in the majority of cases. The worm wheel apparatus lends itself readily to safeguarding, costs less to maintain, consumes less power, is cleaner in that the lubricating^ oil is. confined to cast iron casings rather than generously spread arrnnd the floor, and finally it is important to note that they take up much less room as a general. thing--giving the work man more space to move around in and fewer things to bump into. Where the old style belt driven geared winches are in nse as windups they should be safeguarded carefully. In the first place they should be fenced in so that no parssersby will get clothing or body caught in gears, shafts or belt. Next the gears themselves should be covered with sheet metal or heavy screen in such a way that a man backing away from the press with shell bar in his hands can not inadvertently pass it between the spokes of a moving gear with disastrous results. The-vertical belt which comes down from the counter-shaft overhead should he enclosed to a line six feet above the floor. The horizontal belt from the counter shaft to the line shaft Should have a standard guard or trough under it. The whole guard should be substantially made so that it will not be wrecked the first timer a heavy belt rolls against it. The description of this particular guard makes it opportune to make certain general re marks about guards of the same nature. Two of the great requisites for the value and permanence of such a guard are the possibility of easy access for the oiler and equally important is the construction of the guard in such a way that the millwright can remove it entirely, when repairs are to be made, without too much labor or handling too many small parts. Unless a guard of this sort has the above two char acteristics, its life on the job will be short and the repair man invar iably will express his opinion of it with an axe. The safeguarding of belt make-up tables through the application of modern apparatus such as motor drives for windups and remote con trol quick stop and start push buttons is necessary as the old belt shifter for starting and stopping the fabric left much to be desired. When the man's finger was caught in the squeeze rolls, under the guide bar or at the folding blade; it was too long a jump for the stripper in the middle of a fifty foot table. With push buttons spaced every ten feet the control is instant and effective. New Attachment in Form of Steering Device A new attachment has recently been gotten out for duck cutters in the nature of a steering device. As the fabric passes over the machine across thp Ten l fp har -if" Is rvr/T ina t*I T v mif inrf-n manv strina Is ucori tn *' --iwi ....."L'C.cStl 952 Fourteenth Safety Congress waste as little as possible along the edge. As It is rather difficult make the duck from the . let-off end of the machine travel in an ei straight line past the knife bar and toward the windup end, it is ne sary for the workman to pull at the edge of the fabric frequently order to guide it and prevent unnecessary waste. This pulling opi tion is not altogether safe, as a careless man is likely to get his ha too near the knife bar and lose a finger or two. To make the cutt operation more certain and accurate, the windup apparatus on duck cutter is provided with a steering device which is usually pla at the let-off end. ' Such a device is arranged so that a lever or hi wheel will shift the shell bar sidewise and allow the adjustment of fabric without making it necessary to pull the edge with the bai The socket chuck which holds the end of the shell bar should h attention, especially the one with the sliding lock ring which b< the bar in place as it rotates. Tbe edges of the slot often become w sharp and are dangerous for that reason. It is not uncommon to i projecting set screws in the ring. These were at one time replaced gib style set screws with countersunk heads but the little blued 1 agonal wrench with the bent end was the-difficulty, a rough neck fi the Tartar - Steppes could scarcely see so small an object to say noth about finding it the third time he wanted it. Again it is traditional most factories today that everything not tied down gravitates to pawn shop. So the old set screw came back. For holding this slid ring on windup socket clutches, many factories have adopted a spr lock or pin which is set in a drilled hole in the clutch and located as to hold the ring in place. This lock pin is about five sixteenths an inch in diameter and projects from the metal surface about quarter inch. It is rounded slightly at the top and can. be depres easily by the workman's finger. A small spring in tbe drilled i causes it to jump back readily when it is released. - Friction windups on calenders were at one time quite cwntawly ] vided with a hand wheel for the adjustment of the friction parts wfc rotated with the shell bar and stub shafts. This required that ft turned in the direction of the rotation when it was desired to to o> or let it off entirely. As- the pull of the goods tended to friction, as it rotated, it was sometimes difficult to loosen it or s the motion in a hurry. In such cases pounding with a bar eras < sidered a suitable remedy. The fact that this style of friction co not he let off quickly and. with certainty at all times made it an ua isfaetory piece of equipment from the safety standpoint. Modern enders are provided now with friction windups of the style deserf some paragraphs back which are operated by means of stationary b> wheels threaded on to the hub of the supporting bracket. Mentions Some Windup Accidents That Have Occurred Windup accidents have not been numerous or particularly notewor --nevertheless there are plenty of possibilities. Perhaps the belt mak Rubber Section 953 department has accounted for the most serious accidents that have oc curred. Quite recently.a man was guiding a heavy belt as it was being; pulled through the press and rolled up by the windup. Evidently he got thinking of the friend he was to meet at five because he suddenly allowed his hand to wander in between the straight part -and the roll. Found it impossible to withdraw hand and was carried around the shell bar several times beforeT his yells induced the other press men to stop the windup. Luckily the belt roll was not full width or he probably would not be here now. As a matter of interest, it might be suggested that the pressure between the layers of a roll. of belting or fabric is far greater than most people imagine. If the internal pressure of a cylinder puts a hoop tension oh the shell. proportional to the pressure multiplied by the radius so conversely, the pressure can be estimated when we know either the tangential or hoop tension. This can be fairly easily figured from the hoop tension formula. In the case of a sixty inch belt dragging through a thirty foot press, about fifty feet long from windup to further stretcher clamps, hanging in a long arc between the' decks, a little study with a strain diagram will show a tension of well up to eighteen thousand pounds, a tension per square inch of cross section of perhaps three hundred pounds and a pressure between the successive layers .of belt of from ten to twenty pounds per square inch. With ten pounds per square inch on a thirty square inch hand there is but little chance of the operator freeing himself. ___ Another disconcerting thing that the safety man frequently sees in the belt room is a heavy belt on a far too small shell bar which is being deflected beyond the safe limit. It may break any minute as the windup rotates and the stresses reverse themselves. ` Conveyor belt rolls ap proaching six feet wide nine feet in diameter and weighing well up to twenty thousand pounds are not unknown. Figuring the size of shell bar required to carry It between supports six feet apart calls for a piece of square steel where the usual factor of safety of ten is used for parts subject to a reversal of strains. The largest bar any one ever saw in a belt room, in all probability, was a piece of four inch square stock reduced in size at the ends to fit Into the chucks and whose sag under such a load is anywhere from an eighth to a quarter of an inch, making it difficult and not entirely safe handling in and out of the windup sockets. Unfortunately such matters as strength of beams, bearing capacity of floors and factors of safety have very little consid eration from the usual factory man. For that reason the belt making department with its powerful windups and heavy loads is most likely to run into trouble from this cause. One rubber mill not long since took an order for a large conveyor belt. The belt department building Is a one story affair without base ment located. over what was once marsh land. The whole process was a revelation to the people in the department of the- things that a huge concentrated weight can do to ordinary equipment. In the first place ysd Fourteenth, Safety Congress the shell bars sagged like bows, could not be handled in and out the chucks. Next the chain falls broke. Then when the partly c< pleted belt was placed on a truck, truck and all sank down throi the! floor with loud cracks and many splinters:--only that a girder h pened to be there the job would have created great mortality amc the rubber bugs below. Before the finished belt could be moved i of the building on the way to the shipping department, it required trestle under the floor and full length of the press room. There w> no serious accidents, luckily, but the possibilities were great. It greatly to be hoped that some day most of the belt making factories v be provided with safe and suitable buildings--high posted, well lighl and with powerful traveling cranes overhead to shift the heavy b rolls, instead of the usual comparatively unsafe, poorly lighted, I posted rooms in which all the handling is done by sweating hand lat assisted by inadequate chain falls and a few trolleys and tracks on t ceiling. -- The majority of belt rooms handle their belt rolls in and. out of t windups by means of- chain falls with suitable bridles, terminating hooks which are wrapped around the shell bar at either side of the b roll when the occasion1: requires. These chain falls hang from- crc beams overhead often supported by chain slings which may have o or more wraps around the beams and which are secured by means ordinary shackles, lThese slings bear the weight of the heavy falls ai the heavier belt roll at times. They are frequently - overstrained ai possibly become worn in the links. Some day one snaps without war ing under the strain of a heavy belt and another case is ready for tl hospital. It is no light matter for a man to receive a five ton tripli on the top of his Read when he is busy figuring out who will win tl game next Saturday afternoon. This has happened often enough make the use of wire rope slings required by the insurance companie These are given a few generous wraps about the overhead beam ar fastened with a. couple of Crosby clips. The advantage of the wire roj is that it is frank and above board. If It is overstressed the wir< begin to fray--soon a whole strand snaps and the condition is evidei to very casual inspection lpng before it becomes dangerous. The other day in one belt room, a large foreign chap was easing o the end of a large belt at the let off end of the press. The belt we passing smoothly through the stretcher clamps as the powerful windu reeled It in. As the tail end of the belt came away from the let o shell bar the workman put his forefinger through a hole which had bee punched in the belt end and, leaning against the pull of the belt, wa keeping It away from the floor as it drew near the stretcher. Meantim the man projected his astral body far away into pleasanter region: The belt continued to roll in, however, and when the man awoke h found that his finger had been sheared off by the belt as it passethrough the slightly open stretcher clamp. Rubber Section 955 Presents Some Definite Rules and Recommendations There are a. few recommendations that' can. be made in connection with power windups which may well appear at this point. - The pulling and handling of fabrics being wound up, with the hand near the bite is dangerous and should not be allowed. The old fashioned compounded gear and pinion, belt driven windup should be superseded as far as possible by the modern electric driven worm wheel windup which is capable of remote control, quick stop and adequate guarding. Belt press windups particularly should be provided with the modern electric driven worm wheel windups and drum type controllers placed at the side of the press at the windup, end and conveniently arranged so the man who handles them can both see the edge of the platen and the belt rolls as they roll up on the shell bar. Belt making tables with powerful windups especially with end squeeze rolls should be provided with electric drives, remote control and push button stops about every ten feet of length. Where a man is stationed at a belt windup to straighten and guide a number of belt rolls on the shell bar, he should always have another man within call in case of-trouble who can promptly stop the motion of the windup. ; Windups on calenders should be preferably of the stationary hand wheel type. -- Calendar windup friction should be kept as free from oil and grease as possible. The leathers should- be replaced when they become oil soaked. Slings for belt room chain falls which are used for handling belt rolls in and out of windups and let-offs should be made of wire rope fastened with not less than two Crosby wire rope clips, and given no.t less than four complete wraps mround the overhead supporting beam. Shell bars for .windups should be of ample diameter to be safe for the maximum loads they are to carry with a factor of safety of at least seven. They should be calculated so that the approximate maximum deflection will not be more than one tenth of one percent of the length of the shell bar in inches in case of the largest bars to two-tenths of one percent in case of-the smaller bars. The sliding ring on the windup socket chuck should be secured against movement by means of the spring lock set into the metal rather than by means of the old fashioned set screw. Press men should be warned against using belt windups as stretchers. A powerful windup apparatus on a long vertical column may be capable of pulling the whole structure down on the workmen long before the belt has received any noticeable stretch. The regular hydraulic stretchers and clamps should be used for this job. In conclusion it might be said that the windup in rubber factories is so placed and of such a character that it is usually found in the midst of heavy and laborious work, supporting extraordinary loads and furn- 956 Fourteenth Safety Congress ishfng much, concentrated crude power. Its motion is slow and thet no tendency- to lash out unexpectedly to find a victim* but unfortu; is he who carelessly' falls asleep in its path. Boyd Fisher in his 1 on "Mental Causes of Accidents" points out the ttting itt j* greatest danger in this corner of the factory, namely* "the tznguai mind." He appropriately states that, "the best, safety device is the : man." The unguarded state* of mind may be brought about by yo fulness, inexperience and general ignorance, but it is the foreman's c to see that the workman's preoccupation, inattentiveness and fai habits do not endanger himself or his fellow workmen. ADJOURNMENT Steal 11 Railroad Section September 29, 30 and October 1, 1925 CHARLES E. HILL, Chairman General Safety Agent, New York Central Lines, New York City A. V. ROHWEDER, Vice-Chairman Supervisor of Safety, Duluth, Missabe & Northern Railway Company -- Duluth, Minn. E. R. COTT, Secretary General Safety Agent, Hocking Valley Railway Company Columbus, Ohio TUESDAY MORNING- SESSION SAFETY--THE CONSERVATOR OF LIFE Charles E. Hill, General Safety Agent, New York Central Lines, New York City. We have met in this, the Eleventh Annual Convention of the Stean R. R. Section of the National Safety Council, to take cognizance of on activities during the year just ended--to take an inventory of ou achievements since our annnual meeting of one year ago.. The reports of the chairmen of the various committees will suffic not only insofar as they relate to their specific duties, activities am accomplishments, but they also, in the main, cover the essential fea tures of the 'section as a whole. The slow but steady growth of ou membership is indicative of a healthy condition of onr organization giving increased strength so that we are better fortified to meet th many problems that are constantly before us for consideration. Perml me to emphasize the tremendous importance of a greater unity of effor on the part of our membership as it relates to every agency of thi organization to the end that a more solid front will be presented. Foi without this cooperation, which means the aid of all members, ou aim will be thwarted. It is our wish, and our hope, that we make . more general use of this great medium so that the purposes sough will be more fully served. We bave met on this occasion also to give our time, thought and ai tention to the things that will best serve the real purposes for whic we are assembled, namely--the conservation of human life--the presei vation of the lives and limbs of our fellowmen. 957 iv vw rvcrv kji+jw<j isvrtyrcss In all of my experience in dealing with the human element, 1 have never found a body oE men more devoted to the cause they espouse fhan those charged with the responsibility of accident prevention. I do not feel that it is presumptious on my part to say that any man engaged in this great endeavor has a right and ought to feel proud of the wonderful work to which he has been assigned. For, next to those who have been called to tell us of the Goodness of Him who suffered on the Cross that we might have eternal life, none occupy a more important and more laudable place in the field of American prog ress than those men "jwho are devoting their time, thought and energy to the cause of safety.3 In my judgment the devotion to this great work and the unusual interest manifested in the cause of humanity are the cardinal principles upon which the foundation of our success is based. No one can hope for an ultimate success in any line of endeavor whether it be in a business life, a professional life or otherwise unless he is satisfied with the business in which he is engaged. He must first of all sell himself to his own job. He must believe in the justice of his cause and he must believe in his ability to do things. No man who is not thoroughly converted to the cause of safety can hope to convince those who are the directing heads of the great American rail roads as to the positive need for a more concentrated effort on their part to the end that Unavoidable accidents will be recognized as not only unnecessary but as a blot on 20th Century Civilization. No man can feign sincerity and get away with it. fools in this attempt is himself. The only one he What I have said not only applies to those charged with the respon sibility of directing the fight against accidents but also to every rail road official from the-president down, including those in subordinate xjositions and those who are in direct charge of men. Fourteen years ago, Or about the time organized safety started func tioning on the American Railroads, our progress at first was measured almost wholly in the elimination of the physical conditions that were contributing to the Nation's casualty toll. We were then primarily concerned with a situation which was obvious to the layman. While the work of accident prevention was at that time of interest, yet it had a touch of the inanimate, for we were then dealing with the physical side of safety. As time went on, we gradually passed from the physical aspect into the realms of the human equation. Man has kept pace with progress in that he has modernized machin ery, he has renovated-bur industrial plants, he has put his house in order, so- that accidents from the proper use of these agencies have been rendered almost negligible. The progress of things which are inanimate brought about through the ingenuity of the human mind has been greater than the progress of man, himself. While he has been busy delving Into the intricacies of the things which are for the betterment of mankind he has neglected Steam Railroad Section 959 to train the mind to meet the new order of things as they exist today. Thus we find the human element as the potent factor in our safety program and this being true we must of necessity train the mind so that man in the performance of his duties will pursue the course that is efficient and safe. This is a problem that is well understood by those who have made a comprehensive study and analysis of the causes of accidents. Ninety Per Cent of Accidents Due to Human Element. In analyzing employee casualties we are stunned at the disclosures. When we find that out of the 1,479 employees killed and the 11/4,655 injured on the railroads of the United States last year that 90 per cent of the entire number was due to the human element--that the fault lies either with the victim or one or more of his co-workers, we then realize what a tremendous responsibility we have. We all realize the remedy lies in a constructive campaign of educa tion, but where must we start in this procedure? Certainly we can not expect the safety spirit to prevail among men who never see its princples manifested in those to whom they look for advice and coun sel. The men in the shops, in the yards, on the tracks, in the freight houses, or wherever they may be located measure the sincerity of their foremen, and. their officials, in safety, by the interest displayed by such foremen and officials in directing their attention to the necessity of care in the performance of their duties and by pointing out specifically how accidents may be avoided. The same yardstick is used all along the Line in determining to what degree various officials are concerned as to the safety of their men. This is only natural and is as it should be. Men rise to positions of trust and positions of leadership by virtue of their ability to foresee problems that may arise and thereby pre vent the happenings of contingencies that might prove disastrous. It is men of this type that are called to places of responsibility in the field of railroad transportation. I' am glad to say that the leading railroad men of this country are fully in accord with the general policies followed in our efforts to prevent accidents. Generally speaking, they recognize the fact that safety in a vital factor in railroad operation and the financial and moral support they are giving this movement In indicative of their great interest in conserving the lives of their employees. There does exist, at times, however, somewhere along the line an apathetic condition which materially retards our progress. This is not an isolated situation for no doubt It has existed on. the majority of the railroads of the country,--for how often has the effect of a sincere application of the principles of safety on the part of an official been noted as its influence showed a downward trend in accident fre quency. If this influence were manifested continuously what a safety record we would have. It has been well said that the influence for oou jj ourreentn Safety Vongress safety in any department of a railroad is just as great as the zeal fc its success is manifested by those in charge of sach departments. . Organized safety has indeed been a vital factor in railroad' operatioi In 1913, which was prior to the time constructive safety work had a opportunity to make itself appreciably felt, there were upon the rai roads of the United- States 10,964 persons killed and 200,308 person injured--this information being based upon reports made to the Intel state Commerce Commission. Phenomenal Reductions Result of Organized Safety Work. . In 1924 there were 6,617 persons killed (a reduction of 39.6 per cent; and 143,739 persons injured (a redaction of 28-2). It must be re membered that this reduction in casualties--which refers to all classi fications--was made in the face of material increase in the number ol railroad employees, an increase in the volume of freight and passengei traffic, and what is still of greater moment an increase of 167 per ceni in the number of casualties at railroad highway crossings. If we would confine ourselves to employee and passenger fatalities our record of achievement would show the phenomenal reduction of 58 per cent. Can we look to the future with the same faith, the same courage and the same degree of hope as was experienced by the pioneers in safety of 14 years ago. They met their difficulties and they conquered them. The results attained proclaim themselves as a heritage of priceless value. The benefits accruing by reason of the saving of life and limb brought about through the application of a constructive safety pro gram have established a record in accident prevention that stands as a momument not only to its builders but to the cause it. represents. The duty is ours to carry on this great work and it must be pursued with' greater zeal than ever before. Where cooperation is greater, ac cidents are fewer. When every individual that has a responsibility in this program, whether it be of a minor or an important nature, has finally come to a full realization of such responsibility and when his innermost consciousness is aroused to the extent that he will perform his duty as it relates to accident prevention, then we will witness an era of unprecedented accomplishments in the cause of safety. The Steam. R. R. Section of the ^National Safety Council, as an or ganization, and the individual members of such organization as well, face a responsibility of tremendous importance. We must face the op portunity of service with patience, fortitude, courage, hope and faith, believing that the great army of railway employees of this country will recognize that safety is. their friend and benefactor. When this situation obtains we will see a cooperative spirit--of possibilities trans cending any previous ^accomplishments. We will then have enmeshed in the minds of our fellow workers the knowledge that avoidable acci dents are unnecessary. I believe this accomplishment is not impossible and when it is realized we will then have established for ourselves and onr posterty a safe place in which to live. Steam Railroad Section 961 CHAIRMAN HILL: The next speaker is one of our faithful members, and he has been, a close'student of human nature and is well qualified to present the subject, "Why Are We Assembled? What Is Our Goal?" I take pleasure in introducing to you a man whom we all know, Fred Hartenstien, assistant to the general manager of the Lehigh Valley Railroad, Bethlehem, Pa. WHY ARE WE ASSEMBLED--WHAT IS OUR GOAL? F. Hartenstien; Assistant to- General Manager, Lehigh Valley Railroad You are aware of the subjects that have been assigned to me and I assume that the object in selecting them was to stimulate, if possible, the interest in Accident Prevention Work, and in dealing with them.' I sincerely hope that I may not be misunderstood. I desire to assure you that it is far from my thoughts to utter one word to, in the least criti cize the interest or actions of any representative in attendance, and if my remarks, appear to be unjustified,- it is on account of my interest in Safety Work. . We are again called together for the purpose of dealing with some of the most important problems that,, the railroads as well as other great industries in this country have to contend with which, for many years they, have been trying to solve, but so far have not succeeded in doing so to their entire satisfaction and probably never will until the human beings that are primarily and principally responsible for them can be taught that the preservation of life and limb is a duty that has no equal. It is obvious that the executives of the different properties that we are sent here to represents are fully cognizant of the advantages of con centrated action in movements of this kind, and recognizing that fact, they have subscribed to this organization, which is national in' its scope, and they have appointed us to meet and exchange opinions, offer sugges tions, and relate each others experience in Accident Prevention Work and make them effective, if found to be practical and advantageous to the employees and our Trespective companies. I have attended the meetings of the Steam Railroad Section of the National Safety Council-and the Safety Section of the American Railway Association during the last five years. I have listened with intense in terest to the sound opinions and suggestions that have been offered by the members who are more experienced in this wonderful movement than I," and I have returned to the Company that employes me with a note book well filled with valuable information that had been imparted to. me, which I have promptly communicated to our officials and employees to be made effective where it could be used advantageously, and without the least hesitancy on my part I wish to say to you that these meetings have been of wonderful assistance to me in Accident Prevention Work, which is one of the duties assigned to me, and from each meeting that I have attended I feel that the Company that I represent has been more than fully compensated 5s result of my attendance. 962 Fourteenth Safety Congress I have often wondered why it should be necessary for the railroads carry at great expense an organization to educate employees in th service that their progress and success in life depends upon their abil to preserve the life and limbs that God gave them, but it is plaii evident that the majority fail to realise their value, and when we c succeed in teaching them that unnecessary chance taking is not requi in the performance of duty and must he discontinued, we will have g< a long ways in reducing accidents and will render an incalculable serv to the safety of mankind. To the unfortunates that fail to understa the value of life and limb, they should be taught how to preserve the they should be shown the way. and it-is up to you and I to do it. I believe that we all agree that education is the most effective meti that can be adopted to reduce casualties in safety work- Many plans a practices are in effect, but I have heard very few opinions exprecu regarding anyone particular line of endeavor in this interesting w< that is producing the best results, and judging from my observation a experience I am convinced that the success of Accident Prevention W depends upon the sympathy, interest and activity of the officials--if tl are properly sold to the movement and exercise their influence a authority- with the rank and file on the job where, in my opinion, i most effective work can be accomplished, we shall then. I believe, obsei a gratifying reduction in the number of casualties on the railroads ( cept those over which we have no control), and a substantial reduct: in the amount of money that they are costing. It is not sufficient, my friends, for us to come to these meetings listen to the discussions entered into and opinions submitted, and 1 that when they adjourn our obligations in assisting to presrve life a limb have been fulfilled. Our respective companies expect, and vi justly so, that we shall devote our time and energy to the purpose t we are in session for. The success of Accident Prevention Work, in opinion, depends upon the leaders in charge of it. If they are inact and allow the work to lag, the same may be expected from rank and file, and I believe that our greatest success in this work v be in keeping the machinery that operates it going at full speed. TI my friends, in my opinion, briefly speaking is why we are assembled. On June 28, 1924, at a meeting of the Safety Section of the Ameri< Railway Association held at Salt Lake City, a resolution was pasi fixing a goal calling for a reduction of 35QS, in railroad casualties by end of the year 1930__ A resolution was passed approving of this act at a meeting of the Safety Section of the American Railway Associat at Chicago on April 28, 1925. Fifteen (15) months have passed and have during that time started an all year round program, which carr with it the distribution, monthly, of circulars and bulletins showing causes of accidents and remedies to be used as a means of prevent them. The Committee on Publicity and Education advise us that they sou the advice and comment of the Presidents of forty-eight (4S) leading r Steam Railroad Section 963 roads, and up to July 25th, twenty-five (25) replies have been received approving: the movement and offering their whole-hearted co-operation. There are 218 railroads that are full members of the Safety Secioa~of the American Railway Association. In addition, there are 366 associate members, making a total of 584 railroads. The full members are oper ated by steam having more than 100 miles of track. The total milage represented by the full members is 289,087. The associate members are the small railroads that are not entitled to a vote in the activities of the Association. They are not subject to assess ment and pay dues of only $20.00 per year. They are furnished with copies of all circulars, bulletins, pamphlets, etc. issued by the Associa tion. The total mileage that they represent is 38,479. Each member of the Association is entitled to have a representative in the Safety Section. There are 208 full members and 98 associate members that have designated representatives in the Safety Section. Each railroad that is located within the borders of the United States, having casualties, must make reports of them to the Interstate Commerce Commission, and considering that the statements of deaths and personal injuries submitted by the. Commission will be used as a basis to make this 35% reduction, it seems to me that every railroad President in the United States, should have been communicated with and their consent and support solicited so that every railroad, both large and small, can act as a unit in trying to make this goal. In other words, the entire safety machinery of the railroads must be put into motion if we hope to make this drive a success. In conclusion, my friends,- I believe that there is no goal that we can set that should be good enough when It comes to preserving life and limbOur efforts should be endless and applied where they will be.most effec tive, and our greatest study, in my opinion, should be a line of action and its adoption that will develop the best results. It may be necessary in the near future to resort to mandatory measures to bring the men that take unnecessary chances to realize- that their success in their chosen field of activity depends upon their ability to protect themselves and others, and I sometimes think that the sooner that stricter discipline is made a part of this work and imposed upon the men that are habitually careless, the sooner a valuable service will "be rendered to the cause of humanity. --r CHAIRMAN HILL: We will have a discussion of Mr. Hartenstien's paper by L. P. Green, Superintendent of Safety, of the Minneapolis, St. Paul & Sault Ste. Maries^ Railroad, Minneapolis. DISCUSSION BY L. P, GREEN OF MINNEAPOLIS, MINN. Mr. Green: It seems to'mb that Mr. Hartenstien is entirely correct in that it is time to begin' to stiffen up a bit in some of our methods. Mere punch, pep, enthusiasm and hurrah-lose their effect after a period. 964: Fourteenth Safety Congress we should, as Mr. Hartenstien suggests, begin to administer a lit stricter discipline, perhaps, to those of our men who will not play i game willingly and all the time, and all of us on all of our properti no matter how proud we are of them, find that we have these men our organizations. If we will adopt, as far as possible, the code of safety rules wh is being promoted by the American Railway Association, we possi will go a good deal further than we have been able to go at the pi ent time. I refuse absolutely to be pessimistic regarding the outcome of safety work on any of our lines. Of course, we all know that we h; thousands of mensho are mighty hard to sell on the safety propositi They are very apt to look at the idea as a personal matter with railroads for their own selfish benefit. It is amusing to hear some the men talk along that line. I heard some remarks made at one of < division meetings in the Northwestern Region by a brakeman who 1 not been railroading very long and who possibly had not gotten the i< into his system, bnt he grasped it as far as his personal interest \concerned. If you will give me just a moment, I would like to r< a paragraph of his speech to show you how far he had gone in this thi "I have heard it remarked that the railroad is interested in the saf movement only from a monetary standpoint because it means less mo: paid out in claims. This may be true, and it may not be." (You see, still hesitated in his mind.) "Personally I do not believe it is true, the majority of the railroads. Strange as it may seem, in the sb time I have been on this line (it is short compared to the time some you present have been in its service) I have noticed very human q.i itfes in some of the officers, in practically all of the officers I have d with. But if the company were only interested from a monetary sta point, it really wouldn't make any difference to me personally or to ; personally. I would much rather have them interested from a sta point of dollars than not have them interested at all. My safety i personal matter with me and so is your safety with each of you. long as the company is interested in my safety I am thankful, regard! of the motives behind it- "Many place the cause of an accident at the door of the railroad. 7 and I are a part of the railroad- It could not operate without me fi the president down to the call boy, including the stockholders and board of directors. It may be a. machinist, a trackman, a train ma.< whose negligence, thoughtlessness, impatience, caused accidents, these are the acts of individuals. The trainman's orders are mix some dispatcher forgets; a broken rail causes a wreck; some trackr fails to observe it. A brakeman tears off a loose grab-iron or some . man is not on the job. The weather is cold and you become impat: to get the work done so you can get inside and out of the inclenc weather. Be careful when the equipment sticks or when it is slipp Don't get impatient. Take time to do your work safely. Steam Railroad Section 961 "The law, of course, says the company is responsible for the acts of it! employees. You and I must stand the act of each other if its negligence injures us. If the company benefits by our safety work, all well anc good, but we men on the firing line are bound to be helped in any event.' You see, this man was not entirely sold. He thought possibly there might be a catch in the question, but he decided regardless of his doubti that he was for the cause, for in the final analysis he couldn't see where he could lose, regardless of any one else who might profit. We have numbers of men like him on our lines. They are hard tc sell, but, gentlemen, when you once get them into the fold they are the best workers you have behind you. (Applause.) CHAIRMAN HILL,: At this time I want to announce the personnel o the Nominating Committee, who will make recommendations for youi official staff for the ensuing year: Isaiah Hale, Achison, Topeka, anc Santa Fe, Topeka Kansas, Chairman; E. R. Scoville, Baltimore & Ohio Baltimore, Md., D. H. Beatty, Southern Railway Co., Washington, D. C. REPORT OF F. M. METCALFE, CHAIRMAN OF THE MEM BERSHIP COMMITTEE, STEAM RAILROAD SECTION Number of members dn the Steam Railroad Section a year ago was___92 New members since Dct. 5, 1924-..............--....................................................................................... i Memberships cancelled since Oct. 5, 1924--------------------------------------:------------------------------ E Number of members in the Section at this time------------------------------------------------------9; The accessions this year were: . Akron, Canton & Youngstown Ry. Co., January 14, 1925. The Chicago & Alton Railroad Co., May 7, 1925. The Chicago Shortline Ry. Co., March 7, 1925. Fort Smith & Western Ry. Co., October 25, 1924. Gulf Coast Lines, December 17, 1924. Norfolk & Southern Ry., April 20, 1925. General Railway Signal Co., October 7, 1924. National Safety Devices Co., January 16, 1925. The cancellations during the year were: DeQueen & Easternr Ry., February 14, 1925. St. Louis Ref. Car Co., February 20, 1925. Lackawanna Wyoming Valley Ry., October 9, 1924. El Paso & So. West System, January 27, 1925. Denver & Rio Grande Western Ry., August 4, i925. While practically all Class .1 railroads are members of the Council there are many small roads which are not members--at least directly. I segregated-the list of non-members into regions and transmitted same to various safety superintendents, whose lines were members, with a request that they personally solicit these non-member lines, operating in their territory, with a view of inducing them to join our section. This complete canvass developed that in many cases the small railways 966 Fourteenth Safety Congress membership in the council. In some other cases the roads were eith not making expenses or just getting by through, practicing the me rigid economy and we were unable in these instances to prevail up their managements to become members of our section. The failure further increase the net membership during the year has not been due lack of soliciting effort. REPORT OP H. A. ADAMS, CHAIRMAN OF THE FILM -- COMMITTEE The National Safety Council has made available such films as a suitable for teaching Safety lessons to Kailway employees; viz. the film "Ask Daddy," "Safety Pays," "Gambling With Death," "Hindsight 1 Foresight." ^ First and last films mentioned were made by National Safety Coum and the other two were made by the New York Central Railroad Co: pany. "Safety Pays" is a good film for general safety, and "Gambling Wi Death," especially applies to grade crossing' Safety. Either one of these four films can be purchased by subscribers throu] the council at $200.00 or a rental charge of $5.00 per day. These pric are for subscribers only, other members and non-members pay more, has been found very* difficult for the National Safety Council to secu advance subscriptions sufficient to create a fund that they can go ahe; indiscriminately and build up films as adaptable to different phases work, hence the committee feels very satisfied with what has be brought about and we believe it is the most practical way to carry < this work. The Film Committee feels that depicting safety on the screen is o: of the best methods of teaching safety to the public and railway e: ployees and we also feel that the National Safety Council should be sti ported stronger, by purchases, than is at present evidenced. The chairman has had experience in' making films on his own li: finding- it very expensive if the National Safety Council will contin to handle as they are now,-we believe it is the most practical way. The "Ask Daddy" film, we believe, is a first class one and is partic larly adapted to schools. "Hindsight ys. Foresight" is a general indi trial Safety film that fits in very well in railroad shops and foundrh and as stated before, the other two films serve their purpose well. The Safety Section of the American Railway Association has a nui ber of films of different kinds, adaptable to railroad use that are ava able at very reasonable rental and this film library should also patronized, at least sufficiently, to enable the- section to function on i even break basis, however, it occurs to me that it Is impractical ai will result in deficit for all concerned, for both of these organizatio; to continue a film library. There should be a consolidation wherein ti matter can be handled by one or the other and at least put it on a an miwra? rftrftre. * Steam Railroad Section 967 porting basis, as members, non-members and subscribers to the National Safety Council can buy these, films, that will, from them, however, there may be a few of the railroads that prefer trading with the A. R. A. I think that the Steam Railroad Section should go on record at this meeting for something definite in this film situation. REPORT OF O. L. LA FOTJNTAINE, CHAIRMAN OF BULLETIN COMMITTEE The bulletin committee begs leave to report that during their period of service there have been thirty-six posters issued in -the steam railway section series. Of these, thirty-three have been in the small size, (9x12 inches,), two in the large size, (17x23 inches) and one in the intermediate size, (12x8 inches). In addition to these posters the council has also issued one large bulletin on the. grade crossing hazard. This poster was desig nated as being the public safety series, but it was essentially a railroad bulletin and we feel that our committee should receive credit for produc ing it. - On Sept. 14 and 15 a committee, consisting of R. T. Solensten of the National Safety Council, F. M. Metcalfe of the Northern Pacific, and O. F. Johnson of the Minneapolis and St. Louis Ry., and myself met in St. Paul and spent the full two days time in taking photographs, and were able, in our opinion, to secure* some very good material for bul letins. This material, together with what we have on hand will be sufficient to go through the entire year with the special program which Is being conducted in co-operation with the safety section of the American Rail way Association. v* In conclusion I wish to thank the officers and members of the steam railway section for their hearty co-operation in providing material and suggestions for the bulletin committee. REPORT OF THOMAS P. BRENNAN, CHAIRMAN OF COMMITTEE ON PUBLICITY Your committee begs to report, that in the matter of publicity, the chairman has had the advantage of close intimacy with George Flatow, Secretary of the Steam Railroad Publication Section, which section cov ers practically all of the railroad publications in the country. Mr. Flatow is located in the Pennsylvania Station and Is the publicity man Jointly for the Pennsylvania System and the Long Island Railroad, and through his close touch with metropolitan and other newspapers your committee has been able to pass along to these papers the high lights on our railroad activities, and these, as you probably know, have appeared in the metropolitan press and in turn in many of the other --i -a.id epsia-gwi : 1 968 Fourteenth Safety Congress papers throughout the country, much of which information is base upon advice received from the various railroads and epitomized for us in broadcasting through the press by Mr. Flatow. In addition, your Chairman has sent a special article on "Railroa Safety" for publication in the National Safety News, and also a spec!; story on "Safety in the Electrification of Steam Railroads." It is only* proper and eminently fair to say that- oiir very. able Seer tary, E. R. Cott, has presented much information on topics pertainin to our particular section, and this has been valuable in the dissemin; tion of safety information through the Secretary of the publicatic section. REPORT OF THE COMMITTEE ON PREVENTION OF HIGHWAY CROSSING ACCIDENTS J. D. White (Chairman), .Superintendent of Safety, Illinois Centri System. S. M. Galaty, Superintendent of Safety, Chicago & Northwestern R Co. F. l\r. Metcalfe, Superintendent of Safety, Northern Pacific Ry. Co. G. O. Perkins, Superintendent of Safety, Chicago Great Western Ry. C D. G. Phillips, Superintendent of Safety, Wabash Ry. Co. L. F. Shedd, Superintendent of Safety, Chicago, Rock. Island Ry. O Highway crossing accidents -can be prevented by proper regard ft their own safety on the part of persons crossing railway tracks. Rea izing that fact, your committee has endeavored during the past year 1 assist in arousing the public to a realization of the extent to which ind viduals are responsible for their own safety. The committee feels thi the solution of the problem of highway crossing accident prevention lit in the outcome of this work of public education.' Some of the more important features of the work of your committc during the past year are as follows: Acting in conjunction with the Safety Section, American Railwa Association, we have made every effort to have the Careful Crossin Campaign stand out_ prominently as a concerted effort- on the part < the railroads to reduce the number of highway crossing accidents an have assisted in the distribution of posters and other literature pertaii ing to this campaign; A campaign has been conducted among enginemen, crossing watcl men and gatemen to, impress such employes with the special necessit for them to be always on the alert to do everything possible to war pedestrians and drivers of vehicles of the approach of trains; Public meetings have been held for the purpose of discussing higl way crossing accidents and the means by which tbe public can coope ate in preventing such accidents; Safety literature and small windshield stickers with appropriate wort ictabnii-- v- " ' mipgt^;^ '~-m i-tti-i h vi 'Hi tii %:$?*>*3" f- Steam Railroad. Section 969 ins have been distributed in and around- tbe grounds where county fairs are held, and the forest preserves of Cook County, Illinois, where thou sands of automobile tourists camp each year, have been well placarded; Addresses have been made before various bodies telling of efforts made by the railroads to prevent highway crossing accidents and request ing the assistance of the public in their efforts. Your committee has reason to believe that the" campaign of education and publicity conducted during the past year has been beneficial to the cause of highway' crossing accident prevention. The public is becoming more generally aware of the efforts "made by the railroads and their employes to avoid such accidents,-and public opinion is becoming crystal lized against the needless loss of life.- injuries to person and damage to property caused by carelessness in crossing railway tracks. Your com mittee recommends, therefore, that this campaign be continued, with special emphasis given to the necessity for "safe operation of motor vehicles over railway tracks. If this is done, your committee feels that the time is near when the weight of public opinion will force the care less, chance-taking driver to respect the laws and the rules of safety, and the number of highway crossing accidents -will be materially re duced. ': To this end, your ^committee recommends the following .as some of the more important ways and means for' safety departments to arouse and maintain interest in the work of highway crossing accident preven tion: _____ Continue to organize: Stop, Look and Listen Clubs such as have already been organized on several railroads among its employes and invite auto mobile drivers to become members and give them metal signs reading, "This Car Stops for All Railroads Crossings," and let the public know the railroad-employes are doing what they are asking the public to do; Organize safety clubs at stations along the railroads, with railway agents as chairmen, and citizens as members, thus providing channels for the effective distribution of safety ideas and literature; Select locomotive engineers to make addresses at frequent intervals before clubs, schools, county councils and public gatherings telling of the mental strain imposed upon engineers by reckless drivers and nar rating some of their experiences, with a plea for more care on the part of the public in crossing railway tracks; Seek the assistance and co-operation of railway labor organizations, local safety councils, civic and business associations and motor clubs; Enlist the aid of clergymen and school officials to talk safety in churches and schools; Form the acquaintance of newspaper men and furnish them with ap propriate safety articles for publication; . Advertise and hold public meetings, calling on leading citizens to make talks and exhibiting motion pictures. This is the age of pictures, and motion pictures well thought out and well made are a great- force 970 Fourteenth Safety Congress Make periodical inspections of highway crossings and approaches, ar keep before enginemen, crossing watchmen and gatemen the important of giving adequate warning to drivers and pedestrians of the approach < trains; Induce motion picture houses in the smaller towns to run slid* furnished showing suitable illustrations, statistics and snappy wordix calling attention to the alarming waste of human life. The safety department of the railroads periodically issue a shoi attractive printed notice warning motor vehicle drivers of the danger ; railway crossings, outlining briefly some unsafe practices and reques ing drivers to co-operate with the railroads to save lives and miser Safety committeemen, crossing flagmen and agents at all stations shou see that these are given the widest possible distribution; The committee recommends that the National Safety Council endeav* to have manufacturers and distributors of motor vehicles include in tl booklets and other material they give purchasers of cars an appeal i drivers to co-operate In the prevention of highway crossing accidents t exercising caution when crossing railway tracks; Your committee also recommends that the National Safety Counc endeavor to enlist the support and assistance of Will H. Hays to di courage as far as possible motion pictures showing automobiles racir trains to crossings. The committee feels that showing such seem suggests a practice already too prevalent and sets a bad example i drivers of motor vehicles, particularly younger persons; The committee feel that all members of the National Safety Counc should be impressed with the need for. greater simplicity and uniformii of traffic rules, particularly those pertaining to highway crossings. "VS recommend, therefore, that during the coming year at least one sessic of every other section of the Council be attended by a member of tl highway crossing accident prevention committee for the purpose i making a short address on this subject. The committee wishes to acknowledge its appreciation of the publ statement made by President C. H. Markham, of the Illinois Centr. System, in July, 1925, entitled "Be Careful at Crossings," which w: published in all the newspapers in the territory of the Illinois Centr. System and also given wide publicity in newspapers throughout tl country. The Illinois Central System has exhibited over the entire system motion picture entitled "Gambling With Death," which deals with car less driving of motor vehicles at railway crossings, and we feel tl results have been beneficial and far-reaching. Your committee unde stands some other railroads are exhibiting this same motion picture. It has not been considered the function of your committee to attem] to initiate legislation openly nor to collaborate with others in such wor The committee does feel, however, that the council will be Interested : knowing of such legislation and has learned that during the past yej a few more of the states have introduced and passed bills providing f< Steam Railroad Section 971 greater care at crossings on tlie part of the public, and a large number of towns and cities throughout the country have enacted ordinances regulating traffic at grade crossings within corporate limits. RAILROAD SAFETY--PAST, PRESENT AND FUTURE Thomas H. Carrow, Supervisor of Safety, Insurance Department Penn sylvania Railroad System; Chairman Committee on Statistics The subject, "Railroad Safety, Past, Present and Future," contemplates a study of, (1) the nature and extent of the Safety problem, (2) the progress made to date in the prevention of accidents, and (3) ways and means of makings further reduction in the number of persons acci dentally killed and injured on the railroads. Nature of the Safety Problem What is safety? The dictionary says "freedom from danger," but that meaning is not applicable to railroad safety, because you can't be abso lutely free from flanger on a railroad, although, it is possible to be safe even under the most hazardous conditions. Therefore, in place of "free dom from danger" I would substitute mastery of danger as an appropri ate definition of safety. Mastery in the sense it is here used, and as applied to men and not ma chines, means the development of a state of mind in which the precau tion necessary to insure personal safety is automatic and constant. That thought Is embodied Jn St. Paul's admonition, "Let him that thinketh he standeth take heed lest he fall" and, in the vernacular, we mean the same thing when we say "WATCH YOUR. STEP." I once knew a locomotive engineer who never had a serious accident in his life until he was 65 years old and then he was struck and killed by a train. Why? . Because in a dangerous situation and in an unguarded moment he relaxed attention to safety. In other words the danger in which he was caught and with which he was entirely familiar had not been sufficiently impressed upon his mind to insure constant precaution. He had not mastered danger. Two linemen equipped with safety belts and spurs and entirely familiar with the precautions necessary to prevent falling, each climb a telegraph pole; one falls and breaks his leg, while the other, working under similar conditions, finishes the job without injury. Why was one injured and why was the other not injured? Simply because the one who broke his leg had it within his power to master the danger of climbing telegraph poles and perform his duties in a safe manner, but failed to do so. The other consciously exercised all the precaution necessary for safety in climbing a telegraph pole and ^escaped injury. He mastered danger. Squirrel Has Mastered Danger of Falling You never heard of a squirrel falling from a tree, did you? wnyf Not because the law of gravitation does not operate upon his twelve 072' Fourteenth Safety Congress ounces of avoirdupois when lie skips from limb to limb and from tree t tree, just as it does upon a man working on a telegraph pole; but becaus tbe squirrel has mastered the danger of falling, or, expressing the though in another way, he has acquired the art of "sticking." I will admit that squirrels have been climbing trees for many a thoi sand years and that their mastery of the danger of falling is a result o incessant practice and possibly some fatal experiences in times past while climbing a telegraph pole is a comparatively new vocation for mar But this doesn't alter the fact that without exception squirrels hav achieved perfect mastery of and are therefore immune to the danger o falling, while men sustain more injuries from falling than from any othe cause. t It is not unreasonable to assume, however, that as we become mor> accustomed to this modern industrial world, which is only about 75 year: old, and as we learn to make a more liberal use of our intelligence fo: safety we, too, will ultimately master most of the dangers that surroum us, whether on the railroads, in the industries or on the streets and high ways, just as squirrels have mastered the danger of falling from trees The instinct of SELF-PRESERVATION, vith which all animals art highly endowed, is a "life saver" as far as it goes, but instinct is a feebh faculty compared to reason, with which man' alone is endowed, and ir which all constructive action in industrial safety has its inception. It is a well known Tact that fewest accidents occur under some of th most dangerous conditions, because great danger is usually apparent anc reason dictates the necessary precautions; while dangers not apparent or those not easily perceived, act as a concealed trap into which the un reasoning or unimaginative man falls a victim. For example, comparatively few people are killed from electric shock because an electric wire or a third rail is in itself a danger sign. The Pennsylvania Railroad System, for example, has extensive electrified terri tory in the vicinity of Philadelphia and New York where traffic is thf densest in the United States, but the number of accidents due to coming in contact with either the third rail or overhead wires is almost negligible. Safer To Ride On a Train Than It Is To Walk Considering the extent of train operation in the United States, train collisions are quite infrequent, because poor flagging and disregard of signals, the principal causes of collisions, mean discharge, a very con spicuous danger sign. Only eleven passengers out of 900,000,000 carried in 1924 were killed in train collisions. It is safer to ride on a train than to walk. Locomotive boilers rarely explode, although there are 70,000 locomotives in use in the United States, because it Is known to all concerned that "low water" means dismissal if not disaster. There are, however, serious dangers which, are more difficult to visual ize than those referred to above and which are the cause of a large pro portion of the fatal Injuries. For example, 405 employees on duty were Steam Railroad Section 973 struck and killed- by trains last year which is more than one-quarter of all fatal injuries to employees on duty. But not one of these accidents would have occurred if those who were killed had visualized the presence of the trains at the points where the accidents occurred. ' They were all preventable accidents. Eighty-seven employees on duty met death as a result of "falling from locomotives or ears" in 1924. It is obvious that most of these accidents would have been prevented .if those injured had anticipated or visualized the "sudden, stopping, starting, lurch or jerk of the locomotives, cars or trains" involved in the accidents or other conditions contributing thereto. It may be said, then, that the nature of safety is, primarily, the visuali zation or anticipation of danger which induces the exercise of necessary precautions. In other words, safety consists first in seeing danger either with the physical eye or with the mind's eye and then getting out of the way of it, or removing it and this means mastery of danger. The Extent of the Safety Problem The extent of the Safety problem on the railroads of the United States is indicated by the accident record which shows that during the last 10 years an average of 7,825 persons were killed and 161,651 were injured in railroad accidents. The figures for 1924, which are considerably below the average, are shown by classes of persons as follows: Killed Injured Passengers ___149 5,354 Employees - ___1,533 124,882 Trespassers ___2,556 2,853 ___2,149 6,525 Other Persons ___ 230 4,125 .....6,617 143,739 It will be noticed that 2,556 or 38 per cent of those killed were tres passers who had no right to be on the`railroad and 2,149 or 32 per cent were persons killed at railroad-highway crossings who failed to use rea sonable care when travelling across railroad tracks. As a direct result of injuries to persons it is estimated that the rail roads are put to an expense of upwards of forty million dollars yearly, not counting the cost of interruption to traffic, breaking in new employees and other incidental expenses. The effort necessary on the part of the railroads as well as the public to prevent these accidents as far as possible represents the extent of the sarety problem. This cannot be stated in specific terms but that it in volves extensive activities will be appreciated by the figures presented. The character of these activities will be outlined in the succeeding part of this paper. Progress In Accident Prevention An idea of the progress made in accident prevention by the railroads of the United States may be gathered from the accident records, which UY4r ^ Fourteenth. Safety (Jongress show fifty-two per cent fewer passengers accidentally killed in the y 1924 than in 1888, the first year for which there is any record, althou passenger mileage was more than trebled between those dates. All fewer passengers sustained non-fatal injuries last year than in any otfc year since 1902. Twenty-six per cent fewer employees were killed last year than 1888. while the number of employees in service increased from 700,0 in the latter year to almost 2,000,000 in 1924. Prior to 1916 a yeai average of 5.000 trespassers were killed and about an equal number we injured; the record for last year shows only half this number of casualti to trespassers. -- These reductions have been made despite the fact that during the years between 1888 and 1924 the speed of trains, density of traffic a: weight of cars and locomotives have greatly increased. In 1923 for c ample the freight tons carried one mile was four hundred and fourtei billion or 575 per cent more than in 1888. The following figures quoted from the Interstate Commerce Commissii Accident Bulletin show the accident record for 14 years and indicate tl increases and decreases during those years: At Railroad High Passengers Employe* Trespassers way Crossings Total Persoc Tetr Killed Injured 1924_____149 5,354 Killed Injured 1,533 124,882 Killed Injured 2,556 2,853 Killed Injured 2,149 6.525 Killed Injut 6.617 143.1 1923_____138 1922_____200 5,847 6.153 2,022 152,218 1.648 116,757 2,779 3,047 2,430 2,844 2,268 6,314 1,810 5,383 7,385 171.1 6,325 134.8 1921_____205 5,584 1,458 104,849 2,481 3,071 li705 4,868 5.996 120,6 1920_____229 7,591 2,578 149,414 2,166 2,368 1,791 5,077 6.958 168.3 1919_____273 7.456 2,138 131,018 2,553 2,658 1,784 4,616 6;978 149.6 1918_____471 7,316 f 3.419 156,013 3.255 2,805 1,852 4,683 9,236 174.5 1917_____301 7.582 3.199 174,247 4.243 3,829 1,969 4,764 10,087 194.8 1916___....246 7.152 2.941 176.923 4,928 4,793 1,652 3,859 10,001 196.7 1915....__199 10,914 2,152 138.092 5.084 6,448 1,086 2,981 8,621 162,0 1914 __232 13,887 3,259 165,212 5.471 6,354 1,147 2,935 10,302 192.6 1913_____350 15,130 3,715 171,417 5,558 6,310 1.125 3,080 10,964 200.3 1912_____283 14.93S 3,635 142.442 5,434 5,687 1,032 2,506 10,585 169,5 1911_____299 12,042 3.602 126.039 5.284 5,614 992 2,434 10.396 150.1 NOTE: 1911 to *1915 fiscal years, ending June 30th. Totals include "other pe sons" not itemized. -No. of Employes Year in Service per Ending Employe Killed Dec. 31. 1924_____________ 1,164 Dec. 31. 1923_____________ 894 Dec- 31. 1922-------------------- 1.003 Dec. 31. 1921______________ 1,160 Dec. 31. 1920_____________ -839 June 30. 1915_____________ 735 June 30. 1909June 30. X906- 576 3S7 June 30, IS99_ 420 June 30. 18S9- 357 No. of Trainmen in Service per Trainmen Killed 483 370 424 451 288 317 205 124 155 117 No. of Thousan of Passengers carried per Passenger Kill) 6,314 7,216 4.881 5,096 5,673 4,954 3.524 2,223 2.189 1,523 Reductions in casualties `of over three days' disability by individu; shops, stations, yards and railroads also illustrate progress in accidei prevention. One shop, for example, with 450 men worked 18 month making 1,492,668 man hours, with only one injury compared with 54 ii juries in the previous 18 months. Another shop with 900 employees ha 13 casualties during the first six months of 1925 compared with 49 in ti same period of 1924. A freight station with 515,408 man hours had a Accident rate of .58 ber one hundred thousand man hours first six montt mr- $!-,& wmmwm 1 Steam Railroad Section 975 1925 compared with 1.10 same period 1924. A yard having 492,671 man hours had a rate of 2.64 per one hundred thousand man hours first six months 1925 compared with '3.85 same period of 1924. .These figures be come more impressive when compared with the record of a shop with 1,000 men which had 275 injuries during a period of six months before safety work was started. The foregoing figures show considerable improvement in the accident record. It is not, however, possible to accurately estimate the additional improvement that- can be made, but including the reduction made. last year, it is assumed that a reduction of 35 per cent by the end of 1930 is feasible. Such a reduction if accomplished and maintained will mean a yearly saving of more than 2,000 lives, upwards of 50,000 injuries, and at least ten million dollars in expenses on account of injuries to persons, which will justify any reasonable effort that may be put forth. Attention is. now directed to the question of how further reductions in casualties can be made. This part of the subject is treated under two general heads, namely, .(1) Causes of accidents and preventive measures and (2) The make-up of a man. Causes of Accidents and Preventive Measures CAUSES PREVENTIVES PHYSICAL CONDITIONS: PHYSICAL CONDITIONS: Defective material and equipment, Improved design and construc lack of safeguards, litter or other - tion, better maintenance and instal physical hazards5 per cent lation of necessary safeguards. HUMAN FACTOR: HUMAN FACTOR: (a) Violation of rules and other (a) Improved training, super forms of negligence___---10 per cent vision and discipline. (b) Carelessness, thoughtlessness, (b) Safety organization, educa indifference, ignorance or physical tion, persuasion, co-operation and and mental unfitness and misadven first aid and medical attention. ture ..........................................._____85 per cent Physical Conditions The railroads of the United States employ 2,000,000 men, cover 250,000 miles of line and have 400,000 miles of track. They own 70,000 locomo tives, 60,000 passenger cars and 2,400,000 freight cars. A defective tie, a broken rail, a missing bolt, a blunt switch point, an improperly displayed signal, a defective part of the running gear of locomotive or car, missing or defective safety appliances, lack of safeguards on 'machines, defective walkways, litter and rubbish on the tracks and other dangerous physical conditions may cause death or injury. However, it is estimated that 011I3 5 per cent of all railroad casualtes are in any way attributable to defec tive material and equipment, lacJa of safeguards, litter or other physical hazards. It is nevertheless assumed that by uniform application of the preven tive measures shown in the chart; namely, improved design and construe Fourteenth, safety Congress tion, better maintenance and- installation of necessary safeguards, g. duction of at least one-third in the present number of accidents due. dangerous or defective physical conditions can be made. Human Factor Accidents attributable to the Human Factor are classified under t heads; namely, those dne to (a) "Violations of rules and other forms negligence and those due to (b) Carelessness,^thoughtlessness, indig ence, ignorance or physical and mcnt'a.l unfitness and misadventure. Violation, of Rules, Etc. The railroads are operated, under u set of 'rules, including the so-cal] safety rules, as nearly perfect as it is possible for human agency to ma them. They represent a process of evolution over a period of 75 yea Every railroad in the country revises and amplifies its rules from tii to time and they are constantly being brought up to. date, hut it is es mated that 10 per cent of all injuries that occur on the railroads *`a attributable to violation of rules and other forms of .negligence. T number of casualties under this head has been greatly reduced in rec years, but by improved training, supervision and discipline, the remedi shown in the chart, a still further reduction- of, say, one-third of t present number can be made. Only these who have intimate knowledge of what has been done in t development and enforcement of operating rules and administrationdiscipline on the railroads can fully appreciate the progress made in tl direction. The result speaks for itself; 109 fatalities and~ T,815-injuri in collisions in 1924, the fewest on record sinee the year 1915, coi pared with a yearly average of 230 fatalities and 3,199 injuries durli the last 10 years. Carelessness, Thoughtlessness, Etc. It is estimated that So per cent of all injuries on the railroad fall und< the classification of Carelessness, thoughtlessness, indifference, ignorant or physical and mental unfitness and misadventure and in view of th proportion It follows that accidents from these causes provide the bigge field for safety effort, although it is at once the most difficult field > cultivate. =- However, experience is not lacking to demonstrate that by the applic tion of the preventive measures shown in the chart, namely, safety orga; isation, education, persuasion, cooperation and first aifL_ and medical attei t ion, the results thatT have been achieved in the prevention of accldenl due to violations of rules or other forms of negligence can be aceomplisb with respect to accidents due to carelessness, thoughtlessness, indiffe ence, ignorance or physical and mental unfitness and misadventure. Ti shop, the yard, the station, the division or the railroad that uniformly an continuously employs these remedies will inevitably reach the safety goa Steam Railroad Section 977 The Make-Up Of a Man It is a common tendency to draw a mental picture of a mass of build ings, track, equipment and buman beings when we tbink of the railroads as a whole, as well as when we think, of our individual roads. The fact is, railroads are not operated by a mass of men, but by a large number of individuals, each of whom possesses a combination of characteristics peculiar to himself and whose best effort can only be brought forth on his specific Job by bringing to bear upon him the proper sort of influences, and if there is any point that needs to be emphasized in safety work more than any other it is, that only by bringing each individual into the safety fold can the entire organization be made safe. A specked apple will spoil a barrel and an employee untrained in safety will spoil the best safety record. For the purpose of illustration, the diagram entitled "The MakeUp of a Man" is presented. PHYSICAL. Positive Health Strength Skill "Quick to Act"' Eyesight Negative Disease Weakness Clumsiness Awkwardness Laziness Poor Eyesight The Make-Up of a Man MENTAL. ^ Positive Understanding - Judgment Reason -- Perception ~ Apprehension MORAL. Positive Appreciation of the Right Desire to do the Right Dissatisfaction with Wrong Negative Natural Limitations Forgetfulness Dullness Negative Indifference Carelessness Perversity Recklessness "Don't Care" Lack of Precaution A man may be studied and analyzed with the same particularity with which" machines are, and while the results may not be as specific they serve the purpose for-making an approximate classification. The three principal parts of a man's being are (a) Physical, (b) Mental . and (c) Moral, and each part has a positive and a negative side. The ex tent to which the positive side is developed represents the degree of suc cess achieved in rendering ineffective his negative side, the side to which nearly all accidents are attributable. Here the fact should be emphasized that it is impossible to eliminate negative tendencies or characteristics and the only way, therefore, to overcome them is through the develop ment of the positive ones. A man cannot he careful and careless at the same time; therefore, the remedy for carelessness part of the time is carefulness all the time. Physical Man Health, strength, skill, "quick to act" and good eyesight are the princi pal elements of the physical man on his nositiv*. wiitio 978 Fourteenth Safety Congress weakness, clumsiness, aWktcardness, laziness and poor eyesight constitul his major negative characteristics. The first step therefore in securin men of proper physical condition is medical examination and selectio of only applicants suitable for' the jobs to be filled. The second ste is to provide working conditions conducive to health and strength an the third step is to see that the health and strength of employees ai conserved. With these several features attended to, disease and all tfa other negative characteristics of the physical man will be overcome a far as it is humanly possible and the accidents arising from the impaire physical condition of employees will thus be minimized. But, before lea' ing this part of the subject, we will quote from experts: Dr. Mervyn Ross Taylor, Medical Officer, Bell Telephone Company say: "The modern employer has come to realize that the human machine pa? a far larger return on the investment in its upkeep than any piece of iro or steel ever can or will. Therefore, the past decade has witnessed tb birth, in this country, of one of the most Important movements for huma conservation; and this movement has gone on and expanded into a grea live issue with far-reaching influence. Physical health is man's greates asset; and as this is true individually, it must be true collectively, ther fore, the capitalizing of it should become a consequential factor in .all ii dustries. The result of a well-organized industrial medical departmer should be as beneficial to the employer as to the employee. To the en ployee, it means more healthful and better working conditions, whic stimulate production and thereby increase wages. To the employer, means a larger financial return, the extent of which ft is difficult 1 estimate." Dr. M*. L. Bishoff, Assistant Chief Surgeon, Atchison, Topeka and Sanl Fe Railway, has this to say: "The greatest industrial problem of toda is that of human labor--the wise selection and supervision of men. Fro] industrial psychiatry will come a classification of the personnel of labo the proper placing and -adaptation of the individual, and the elimlnatio of the unfit--those socially unfit, mentally unfit and the temperamental] unfit." From abstract of minutes of fifty-sixth meeting of Conference Boat of physicians in Industry, q,uoted from Monthly Labor Review of Marc! 1925: "In a discussion of the treatment of more serious cases it wa agreed that the most beneficial results to the worker recovering froi an injury are obtained when he is returned to employment pending con plete recovery. Compensation boards frequently permit the worker t prolong his idleness on the ground that he has not recovered from tb effects of the injury. Certain types of workers are: unfavorably ii fluenced by such prolonged periods of idleness, and it is difficult to g< them to again take up their usual employment. -Mental .Man The railroads can draw up ^specifications for machines and materii and thus obtain the kind desired, but when hiring employees all that cs Steam Railroad Section 979 be done Is to take tbe best available from those who apply for work. It is therefore Important that the understanding, judgment, reason, percep tion and apprehension of those who are selected for employment be de veloped to the fullest extent. If this be done the negative side of the mental man, namely, natural limitations, forgetfulness and dullness will be overcome to a considerable extent and accidents attributable to these characteristics will be minimized. This feature of safety work obviously presents a large field for intelligent effort, particularly from the stand point of individual instruction and supervision. A little extra fertilizer produces a better turnip and a little additional guidance and direction will make a safer and a better man. If anyone thinks this is a swivel chair theory let him examine the accident records of 25 different railroad shops having approximately the same number of employees and operating un der similar conditions. Such an examination will show a variation in the accident frequency rates of from 5 to 50 casualties per 100 employees per year. There is only one explanation of this variation and that is the shops having the good records carry on safety work efficiently and the shops having the poor records do not. Moral Man A man may be physically sound and possessed of a highly developed mentality with his moral nature undeveloped. This constitutes a serious impediment to safety. Fundamentally safety is right and proper and merits the moral support of everybody, but unfortunately there are many employees who do not appreciate this fact and are therefore indifferent to and take no active part in safety. In other words the negative side of their moral nature, namely, indifference, carelessness, perversity, recklessness, "don't care" and lack of precaution is developed in greater de gree than the positive side. Hence the necessity for including in our safety activities ways and means of appealing to the moral nature of men in order that an appreciation of the right, desire to do the right and dis satisfaction with wrong^Shay be developed. I am inclined to believe that the greatest results in safety may be obtained from this direction be cause love and appreciation of any kind of work makes it easy to do. After all safety is not abstruse, nor is it difficult to understand, and per haps no avenue of approach will lead more directly to success than the approach through the moral nature of railroad men. We have, analyzed the nature of the safety problem, indicated its ex tent, shown the general causes of accidents and outlined practical preven tive measures. Finally we have undertaken to explain the "`make-up of a man" to show how his positive characteristics may be developed and hfa negative characteristics rendered ineffective. With an amplification of the suggestions presented and an intensive application of the preventive measures outlined by all roads the 35 per cent reduction in railroad casualties, the goal established by the Safety Section of the American Railway Association, will be assured. . 9S0 TFourteenth Safety Congress Tuesday Luncheon, September 29, 1925 Ciiaikmax Hirx: I want to introduce to you some of the gentlem who are sitting at this table and who have honored us with the: presence. D. F. Steven, General Superintendent of the Baltimore & Ohi located at Cleveland. Albert S. Ingalls, General Manager of the Ne York Central, Cleveland; C- S. Millard, General Manager of the Bi Four, at Cincinnati; Harry E. Speaks, General Superintendent of tt Hew York Central at Columbus; J. S. Hall, General Superintendent < Passenger Transportation, New York Central, at Cleveland; E. Thwaite General Superintendent New York Central at Cleveland; James 1 Dugan, Secretary of the Public Utilities Commission of Columbus; Jc Chid ley. General Superintendent of Motive Power of the New Yor Central and R. O. Rote, Chief Engineer of the New York Central. You had been advised that you would have the opportunity on thi occasion of listening to an address by Cyrus Loeher, of Columbu Director of Commerce of the State of Ohio. Unfortunately he is d> tained in- Florida where a great many of us would like to be detaine in a couple of months. As many of you know, organized safety began functioning upon th railroads of the United States fourteen years ago, and through coi sistent and earnest efforts upon the part of both employer and employe and through the cooperative spirit obtaining between those men, w have been enabled during this period to make the phenomenal redu< tion of fifty-eight per cent in the number of employee fatalities. Thi could never have- been accomplished excepting through cooperatioi which is the very essence of success, and no institution can hope t succeed unless it is made one of its basic fundamentals. This progress has_ been one of the outstanding accomplishments c railroad operation, and the efficiency in personnel has made itself fel as it relates to casualties to passengers who ride upon our trains. Last year there were carried 9S9,000,000 revenue passengers upon th railroads of the United States. This feat was accomplished with onl forty-one passengers: killed and 2,262 passengers injured as a resul of train accidents. This algo represents a reduction of approximate! fifty-eight per cent in the number of fatalities to passengers during th same period of timer I think that this performance, which is represer tative of carrying 38,000,000,000 passengers a distance of one mile, wit: only forty-one fatalities, justifies the statement that passenger travel i this country is relatively safe. Can we say so much for travel by autc mobile when during the same period of time the number of fatalitie as a result of motor vehicle accidents increased 700 per cent Last year, upon the highways of this country as a result of moto vehicle accidents, there were 19,000 persons killed and 450,000 injured I do not want- to take advantage of the opportunity that presents itsel to take Issue with any previous statements that have been made relativ to the comparison as between safety in travel on our trains and i Steam Railroad Section 981 travel in motor vehicles upon our highways, but I feel that it is proper to make such comments at this time. In reporting casualties that occur upon the railroads of this country to the Interstate Commerce Commission, practically every death and injury that occurs as a result of railroad operation is reported. Very, very few escape, so that you have a complete record in that respect. The same is not true with reference to casualties resulting from the use of automobiles, but the figures I have given you are the best that we have been able to obtain. They are not segregated as between those to pedestrians, due tor being struck by automobiles, and those-who are passengers in the automobiles, but the best information available justi fies us in making the statement that fully seventy-five per cent of those 19.000 deaths and 450,000 injuries were passengers in the cars. There fore. upon this hypothesis we can safety say there were 14,750 fatalities and 337.500 Injuries to passengers in automobiles while traveling upon the highways of our country, as against forty-one fatalities and 2,262 injuries to passengers* who rode upon our trains. I think this comparison within itself refutes any statements that have previously been published throughout the press of this country as to the comparative safety in travel upon the railroads and upon the high ways. I spoke a few moments ago of the results accruing through a process of cooperation. The railroads of the country a few years ago, recog nizing the value of cooperation, undertook to extend this to the public and draw tbem into this process so that as a result of a cooperative spirit between the railroads and the public we could lessen these cross ing tragedies, and weTMhave received cooperation from the public; in fact, during last year as compared with the previous year we show 119 fewer deaths, notwithstanding the fact that there was an increase of twenty per cent in the number of automobiles upon our highways. Dur ing the first six months of this year as compared with the same period of 1924, we show a reduction of all casualties of five per cent, which is indeed indicative of the results accruing through ` cooperation. I am pleased to introduce Mr. C. B. Auel, who is going to speak to us on "Wages and Waste." "WAGES AND WASTE" C. B. Auef, Westinghouse Electric A Mfg. Cot, East Pittsburgh, Pa. Mr. Aitei.: The Unfted States is said to be the leading nation of the world, and while onr natural bump of egotism makes ns only too will ing to accept a statement of this kind, yet we are forced to reject it if we are to be honest with ouselves, for there are other countries with far less opportunities who seem to have accomplished even more of those things that are worth while than we have. However, when it comes to such things as murders, suicides, robberies, accidents, and other tremendous economic wastes, we unquestionably lead the world. 982 Fourteenth Safety Congress whereas* were we really the leading nation in the best sense of th term, we should bring up the rear in a procession of that kind. In the single item of fatal accidents, out of every million inhabitant this country kills annually approximately 800. It has been set as low a 763 and as high as 860. France, 477; Japan, 446; Great Britain, 343 Denmark. 223. We kill almost twice as many as our nearest competitoi It is, of course, impossible to set down in actual dollars and cents th value of a human life, for no one can approximate even the direct los involved, to say nothing of the indirect loss. Some attempt has, nevei theless, been made to do so in our various workmen's compensation laws by jurists and by experts, and the figures rank from $5,000 to $10,00 or even more. But talcing a midway value of $7,500 and approximate! 80,000 as the number of our people killed annually, we have a loss o about $600,000,000. If to this we add a further loss of $245,000,000, du to about 2,000,000 of our workers worth $4.00 a day, for instance, beini disabled for approximately thirty days, we -have a total loss of ove $800,000,000, and that is simply the direct loss. But there are othe losses involved, indirect ones, which simply cannot be measured, sue] as the restricted lives of the maimed and. their dependents, Iessenei production, increased overhead to society, and so on. It will be. seer therefore, that the total losses, direct and indirect, due to accidents run easily into the billions of dollars annually and are, as a matte of fact, not equaled by any other single national loss. Where does all the money come from which is required to pay th cost of these accidents? It comes from the public generally, and in thi respect the loss or waste from accidents is no different from- othe wastes or losses--fire losses, for example, which e-won when covered b insurance are paid for by the public. In addition to the losses on private and public buildings, due t> fires, totaling a half billion dollars each yealr, this country spend another half million on fire departments and water works, and in ad dition to these there is also the loss of employment and the loss o business. ___ All losses must be paid for by the public, in some form or other am result either in increasing- the cost of living to all of us or else in r< ducing our standard of living. Speaking for the manufacturing industries, it will be appreciated tha all losses go into ouf so-called overhead and these are included in th final cost of the apparatus we produce. Were there no competition these losses could be transferred at once to our selling price, and so oi to the public, but this would only help temporarily and would not b a permanent way out. for eventually the public would buy less. Cor fronted with competition, however, as practically all manufacturing cob cerns are, all losses must be offset by wages, and wages must be suffi ciently low, therefore, to counterbalance, and they are much lower thai would be necessary if accidents and other wastes could he avoided. May I call your attention to the situation as to wages existing in thi Steam, Railroad, Section 98! and other countries. A comparison made before the war showed tha in Germany and other continental European countries they average* about one-thrid of what was paid in this country, while in Great Britaii they paid about one-half. A tew months ago I was talking with a pro lessor from the University of Charlottenburg, Germany, and this con versation has even more recently been confirmed by a director fron the Siemens-Schuckert Company of Germany. They told me that wages now paid in Germany average from one-fifth to one-fourth of what they are now in this country. A visiting Japanese engineer informed m< that the wages they. paid, were 50c per day for unskilled labor and $1.5( per day for skilled labor. What is the result? Notwithstanding our high protective tariff, w are unable in many instances to keep foreign made goods from coming into this country, and such goods are accordingly being imported in every increasing quantities. Shortly before Christmas I was in Brooklyn, N. Y., and In passing a Japanese store I saw on display Christmas tree decorations, at one time made in this country but taken from us by Germany because oi lower wages, and finally taken from Germany by Japan because of still lower wages. In addition, I saw also the familiar Noah's Ark of our childhood days showing that Japan Is now commencing to take our toy trade away from Germany as well. Go into any of oar large dry goods stores and look at the cutlery or into any hardware store and examine the pocket knives, which are practically all made abroad. A few months ago I was in Chicago, and in passing a bank window I saw on display a large photograph depicting a ship being loaded at a British port with heavy machinery intended for this country. AITplacard alongside of these photographs contained the information that $220,000 had been paid to the United States Government as duty alone for the privilege of _ bringing these goods into our country. Incidentally I fail to understand .the idea of exhibit ing these photographs. The bank, I suppose, interested in the concern making the purchase thought the interests of the stockholders were being conserved thereby, but I could see, further, what a continuation of such policy would eventually mean to our own people. Perhaps you railroad men are already aware of the fact that Henry Ford is said to have purchased a few months ago 40,000 tons of steel rails from Belgium at a price $6 per ton lower than any American price. If now it is possible to keep foreign made goods out of our own country, notwithstanding the high tariff, how much harder is it going to be to compete in countries outside of our own where there is no tariff in our favor but where all goods must enter on an equal footing. It simply means if we are going to hold our own end up and if Ameri can workmen are going to continue to receive their present high wages and live on a better scale than foreign workers, wastes of every descrio- .! j- -BB58iSQ>, 984 Fourteenth Safety Congress this efEort the responsibility does not rest alone upon the employer, fc wastes are by no means confined to the industry. The responsibiiit rests upon the workers and upon the public generally, for statistic show that we are the most wasteful and extravagant nation on eartl taking little thought for the morrow and none for the day after. There is no more important unsolved problem confronting our countr today than that of waste. Unfortunately the great majority of ou people do not even know as' yet that such a problem exists, and it is question whether we shall have the foresight to awaken in time to ou own shortcomings or whether we shall have to learn by the bitter an more costly route of experience. Tuesday Afternoon, September 29, 1925. The second regular session was called to order at two-thirty p. m. b; Chairman Charles E. Hill. Chaxkmak Urr.1.: We all regret the inability of our esteemed and lot able friend, John T. Broderick, to be with us. We have with us one o the General Superintendents of the Baltimore & Ohio Railroad, and1 am going to ask D. F. Stevens, of Cleveland;' to speak. D. F. Stevens (Baltimore & Ohio) : I want to speak just a minut or two on some little details that I see in the operating department ii my territory that I believe are vital. Some of these things I may bi criticized for. One of them is small, but watch it on your railroad ant find out how it is. You have got to come to the time when you get tin aged, decrepit old man out of your crossing shanties. Review this ii your own mind, if y6TI please, and recall some of the casualties that w< have had at grade crossings, and while we may in our own minds b< able to clear our consciences, I am not always able to do it myself. The second thing is^that you have got to sell this work you are doinf to your officers. I don't mean your president or your vice-president; ] mean to your straw bosses, if you please, those who actually direct th men on the ground. It doesn't make any. difference how much this mar knows about safety nor how much I know about it nor how much oui superintendent or our shop superintendent or our roaster mechanic oi our division engineer may know, unless we can get that stuff into tin man who actually does the work, our work is useless. In going through our shops, and reviewing our statistics for the eight months of 1925, I pictured in my own mind those shops that were on th honor roll for the year with no injuries and no fatalities. The shops that were in first and second and third and fourth place in my territory, I found in going through those shops, had a clean, orderly condition oi the property. I found those supervising officers, those straw bosses, it you please, noting conditions, cleaning them up as they came to them, talking to the workmen. In the shop that was forty-eighth place or seventy-second place, I found just the opposite. You can forget yoizr shops that are on the honor roll for the year, you can forget your man in first or second place. , Steam, Railroad Section 985 I just want to say in passing that our- shops here in Cleveland are in second place in the Baltimore & Ohio System for this year so far, and these men are entitled to the credit for' it. The big field for casualties is in our shops, in the mechanical depart ment, and I don't mince"words on that; either. While the operating de partment and the maintenance department have their troubles, the big portion of ours occurs in the shops. I think if you went over the statistics on our railroad you would find that exactly as I have found it. There are only one or two cures for that. You have got to educate the straw boss. You "can't let him stumble over the bad condition or the unsafe thing day by day and expect to close your season or your year with a good safety record, and until you have sold this to the straw boss your safety work will not be what it should be and what you have a right to expect. - SWITCHING AND CAB CLEANING IN TERMINAL YARDS R. G. Morris. Supervisor of Safety, The Pullman Company, Chicago, IIIV My object in appearing before you is not to tell you what to do, and what not to do to prevent accidents in railroad yards of the country, but to impress upon you the importance of giving some special considera tion to this branch of railroad safety work. It has been my privilege to attend several sessions of this section, as well as several other rail road safety meetings, and I have never yet heard yard conditions given any prominence. My experience in railroad yards is not as extensive as some of you have had, but for that very reason I may have a different slant on this subject. It seems to me that the yard forces work under more disadvantages than any other class of railroad employes, ` yet their problems seem to get less consideration. The Pullman Company's work on cars in railroad yards is so closely allied to that of the railroad yard forces that there is scarcely a line of demarkation. It pleases me very much to say that in our work to pre vent accidents among our yard forces we have had valuable assistance from the railroads, and especially from their safety departments. I want to take this opportunity to thank you publicly for that assistance and ask for even closer co-operation in the future, as we realize more and more the vital importance of team work. During the month of May, the Pullman Company conducted a "noaccident campaign" among its yard and' shop employes, the result of which we think was very satisfactory. Out of 219 yards, 209 went through the month without a lost time accident, which means not a day lost. There were only twelve lost time accidents In all the yards, none of which were serious, although there were more than 7,000 men and women employed. The yards worked 1,348,302 hours and handled 6.439 cars. We were assisted very materially by the hearty co-operation of the railroads in obtaining this remarkable result. 986 Fourteenth Safety Congress went through the month with only five lost time accidents, none of whic were serious. Calumet Shop alone handled one hundred and sixty-fit cars, five of which were general repair cars. I want to call your attention to the following conditions that I hat found in various yards which were responsible for many of the acc dents: Rough handling of equipment. Pulling cars without giving notice to employes working on laddei and horses. Pulling trains out of yards before cleaners can get off, thereby canrfn them to get off after train starts. Employes going between cars that have not sufficient space. Crawling across tracks under cars. Working under cars without the protection of blue flags. Leaving obstructions on car steps and platforms. Leaving brake handles sticking out in vestibule platforms. Throwing glass and other things out of car windows and off of pla forms. ___ Bad platforms or obstructions on same. Pushing up trap doors without fastening them. Using bad tools. Disregarding blue fiags. Last, but not least, failure to wear goggles. I hope to see the day soon when men will not be allowed to wor under cars in railroad yards unless protected with derailing flags c locked switches. Ciiairmax Hill: We were to have had a discussion of this subjet by F\ W. Curtis, Supervisor of Safety and Fire prevention of the Denve & Rio Grande Western, who was detained at the last minute, so we hav substituted J- J. Heavey, Regional Safety Supervisor of the Erie Rai road. DISCUSSION OF MR. MORRIS' PAPER ON "SWITCHING AND CAR CLEANING IN TERMINAL YARDS" F, W. Curtis, Denver & Rio Grande Western Railroad, Denver. Coiorsd The I. C. C. casualty rate is high in switching, but not relatively Uc in coach cleaning. ^Further than this I cannot make dedscttati traa statistics, having been unable to find any figures restricted to cnacli y*r injuries. I must.- therefore, try to prescribe for the aQacats lb Morris recites. Switching and car cleaning in terminal yards tiuwafre both passenger and freight equipment, but I judge we should mttk this discussion to coach yard activities, although much might le sd regarding such activities exclusively in freight equipment, for freigfa car cleaning is a growing problem these days. Mr. Morris' "Fourteen Points" indicate causes of injuries divide 'ictween switching operations and car cleaning activities about as follows Steam, Railroad Section 987 Rough handling o equipment, pulling cars or trains without previous notice to cleaners, and disregard of blue flags are failures of switch crews. Going between cars closely spaced, crawling under cars, work ing without blue flag, leaving obstructions and projecting brake levers in vestibules, throwing cleanings from windows, littered or poorly main tained yard platforms, trap doors left ajar, poor tools, and failure to wear goggles, are all causes for which men working on the coaches are respon sible, and whether from moving or cleaning the cars, nearly all the resulting injuries from these causes are sustained by the car cleaners. Rough handling of equipment in coach yards is seldom due to rank carelessness, but usually results from misunderstood signals or poor judgment as to distance" or speed. None but experienced crews should handle passenger equipment. Switch crews and cleaning gang foremen, if working together perhaps more closely than they often do, should be able to get all cleaners out of cars and trains before moving them. Five of the causes Mr. Morris lists may be grouped together, because in these the transgressor suffers the injury. They are: Going between cars closely spaced; crawling across tracks-under cars; working under cars without blue flags; using poor tools--this probably includes tools poorly maintained, tools wrongly used, and wrong tools, all of which cause injuries, and one other, the most troublesome of all--failure to wear goggles. Four more of the causes mentioned, namely, obstructions on car step and platforms, projecting brake handles, throwing refuse from cars, and unsecured trap doors, may also be grouped, because here the resulting injuries would likely be sustained by others than those responsible for them. This would also apply to obstructions left on coach yard platforms. Now all of the foregoing causes I have grouped have one common factor in that they are the inevitable results of slovenly habits of work--the remedy being improved supervision. Coach yard platforms are subject to a growing condition of wear, and where they are of wood or concrete construction, are indeed difficult to maintain in one hundred per cent condition at all times. We have recently removed a wornout wooden platform runway in one of our yards, and at the request of the men themselves have renewed it with cinders. Perfect maintenance should now be continuous. Cinders, how ever. are not usually practicable. Objectionable conditions due to wear in platforms, up to the point where renewal is needed, can, and, of course, should be kept at least safe. Foremen can watch these and all other conditions affecting safe footing. This brings us to the last cause--disregard of blue flags. Unforcunately we have no statistics available showing casualties due solely to this cause- Here again you will agree with me that switchmen almost never flagrantly disregard the blue flag. Blue flags and blue lights should be designed and placed so as to make a conspicuous signal, and they should be religiously used both as to placing and removing in order 988 Fourteenth Safety Congress We have not touched on modern facilities, labor turnover, sanitation and' disposal of refuse from cars as a fire prevention measure, but ai; these have' an indirect bearing on safety and must not be forgotten. Finally, in this comer of railroading, let us not forget, gentlemen, af in all our safety endeavor, that it is important for us to keep th worker's viewpoint constantly before us, and to remember often thai we must not be over anxious just to produce enviable records, foi primarily we are engaged in building up a more widespread, intelligent painstaking interest in injury prevention. Faithfulness in that which is least among a multitude of responsibil ities is also a duty we cannot escape. WHAT SAFETY HAS DONE FOB THE SHOPMEN L. V. Hart, President System Federation No. 54, Indianapolis, Ind. As president of the Federated Shop Crafts on the Big Four Rail road, it affords me great pleasure to have this opportunity to expresi to you the viewpoint of the men who work - in the various shops ant tell you what the safety movement has done for them. Whenever we are called upon to defend the existence of this movemen we point with pride to the decreasing percentage of accidents on roadi where safety is preached and practiced. This, of course, is the primary objective of the safety movement, to preserve human lives and bodies Without doubt, hundreds, yes thousands, of us are working in tin shops today, enjoying the. best of health, who would either be in oui graves or crippled for life, if tbis movement had not been instituted Nothing tugs at my heart strings with any greater force than to sei a human being blinded or maimed, carrying to his or her grave ai irreparable loss; particularly so if that loss has been brought about Tr a careless move or a thoughtless moment. God created the most won derful machine on the face of the earth when he created the human body He did not, however, establish a parts department. When we lose ai eye or a limb, we must bear that loss all through life. This makes i absolutely necessary to guard the one body we are trusted with, zeal ously. The safety movement has helped us to- do this by supplying safet; devices for practically every hazard that exists in the shop, and bj teaching us the necessity for guarding ourselves. I appreciate the fact that applying the safety idea in many shops hai been a rather discouraging: task.. It is difficult to convince the mechani< who has been chipping and grinding for twenty-five or thirty yean without any protection to his eyes, the necessity for using that pro tection. His mind has not been trained along that line, and he is onl; acting natural, and in accord with his training. The mechanic of to morrow, however, isjthe apprentice of today. His training in the safety movement started with his first day in the shop. He will grow witl the movement and will act accordingly. He will no more think o using the emery wheel without that wheel being guarded, than hi Steam Railroad Section 989 would attempt to use it .without the power being: turned on. After all, the greatest safety device in the world is the human mind. If we train our minds properly, we will conduct ourselves according to that train ing, without any feeling, or fatigue, and most of the time unconsciously. The mechanic of tomorrow pwill-, be able to combat the hazards that exist in the shop with practically no effort. Dodging Traffic Harder Work Than Plowing Those of us who live in cities go through the crowded thoroughfares day in and day out, combating the thousands of hazards which exist at every turn, with but very little effort, and very little physical exer tion. When our neighbors who live in the rural districts are com pelled to spend a day Jodging the city traffic, they will tell you it >is harder work than plowing. It isn't because we are any more intelligent naturally than they, it is because we have trained ourselves along this channel and they have not been required to do so. They act absolutely natural and so do we. Training is the answer. Therefore, I feel justi fied I believe, in painting in my mind's eye, a very optimistic picture of the mechanics of tomorrow. ' '' In helping us to preserve the lives and bodies of our people, the safety movement has helped us eliminate much suffering and many heart aches, and it has^also helped us financially. A blinded or crippled member is certainly a charge upon the rest of us, just the same as a mother who has been made a widow prematurely is. Some may think me hard-hearted to even mention this benefit; but facts are facts, and when we are after truths, we must sometimes discard sentiment. It, is impossible to estimate the thousands of dollars the safety movement has saved for us in this respect, and after all, the dollars will not bring back the blind man's eyes, or fathers to the orphans. - In this movement we have found a common ground of understanding; We may disagree upon Economic issues, we may disagree upon religion, we may disagree politically, we may disagree upon unionism, but regardless of our disagreement upon economic issues, religion, politics or unionism; regardless of whether we are emplo3Ter or employee, we most certainly can all agree upon the necessity for and the advantages or safety. It has benefitted the shopmen to a very great extent to find this common ground of understanding. At the time this movement was introduced on railroads a feeling of distrust existed between management and employees. Any movement suggested by one was looked upon with suspicion by the other. I am not attempting to defend or condemn either side for assuming this atti tude; I feel both were equally to blame. However, this created a very unprofitable situation, for the employees as well as management. When the safety movement was introduced by management it was no exception to the rest. A very substantial majority of the employees looked upon it with the same feeling^ of suspicion. They were reluctant about lending their pnnnora Hon non 990 Fourteenth, Safety Congress felt that the company had some ulterior, motive back of it and in many instances, employees voted not to lend * their support to the movement. Months passed and finally years slipped by but the ulterior motive failed to materialize. The employees began having confidence and they began lending their cooperation, lightly at first, then stronger and stronger. They realized the management did mean just what they stated when the movement was first introduced. We attended confer ence after conference where employee and management sat around the table discussing frankly the things that should be done to make the shop a safer place to work in. We erased the imaginary line of demar cation that had always existed between the management and employee and we conducted ourselves as human beings, all placed on this earth for a very short time at the longest, and all striving toward .the same end--to make this short life a brighter and happier one. Safety Work Results in Better Understanding After we had reached this stage in the safety movement we began asking ourselves this ^question, "If we can discuss the problems per taining to safety with so much frankness and human understanding, why can wo not do likewise with all problems that concern us jointly?" We decided to try it and we did, with very gratifying results to the employees, and I hope to the .management. On our railroad (I say "our" very freely, because I feel we are a part of that great railroadJ there exists a feeling of trust and understanding that causes us to have no feeling of hesitancy to discuss with the management any problem affecting us, regardless or how delicate or complicated it may be. We complete conferences in a few hours on questions that formerly took us days to complete, because both sides place their cards upon the table face up at the beginning of the con ference, without fear. The safety movement has been largely respon sible for bringing about this feeling of mutual understanding and trust. It has been the medium through which we came to really know each other. All of you at different times in your life have been slightly acquainted with people whom you came in contact with almost every day for perhaps several years. No attempt was made by you or they to cultivate that friendship; each of you feeling that you had no common iikes or dislikes; perhaps you looked upon each other with a feeling almost akin to suspicion. One day you learn this person is an ardent baseball fan; baseball happens to be your favorite pastime also. The two of you attend a game together. During the time spent at the game you learn that you have many mutual likes and dislikes. You cultivate that friendship and it grows stronger and stronger until you both regret the years that you spent aloof from each other. What the great Ameri can sport did for you and your friend, the safety movement has done - for the shopmen. It Is impossible to estimate the value of this feeling of understanding. It has produced dollars both for the employees and -r Steam Railroad Section 991 the company. It has brought Into being a more contented state of mind which not only reflects itself in our working hours, but in our social life as well. I have endeavored, in my humble way, to tell you what the safety movement has done for the shopmen, without dealing with indi vidual instances, and I assure you that I appreciate the audience given me. In conclusion I desire to pledge to. you, in behalf of the men whom I have the honor to represent, our desire to cooperate with you in this worthy movement. - You need have no hesitancy in calling upon us at any time or place. _for" we are anxious and willing to do our bit. DISCUSSION OF PAPER ENTITLED: "WHAT SAFETY HAS DONE FOR THE! SHOPMEN" Wm. D. Lenderking, Assistant, Safety Department, B. & O. R. R. The paper presented by L. V. Hart, President of the System Federa tion, International Association of Machinists of the Big Four Railroad, is one of the best it has ever been my good fortune to listen to and as I reflect upon his message to us, I am forced to admit he has left little of importance for me to say on his subject, because, in my opinion, he has touched upon the most vital phase of safety work when he declared that proper training in safety ideas and co-operation in the application of that training is the solution of the accident prevention problem. In this I think we can all agree, because of the known fact that the majority of injuries sustained by shopmen are the result of the lack of safe practices rather than due to conditions which may exist in the shops. We all know that the economic loss was given very little considera tion at the time the safety movement was launched on the railroads to save the lives and limbs of the employees; likewise do we know that there were skeptics -in large numbers, but I am pleased to say their members are constantly growing less and I am happy to relate that to day the injuries to employees are very largely of a minor nature and of such character that proper training will gradually reduce their numbers to a minimum, whereas before the adoption of safety appliances and devices and the inauguration of the safety movement, these injuries were of a more serious nature, and also more numerous than they are today. We also know that safety committeemen have .ferretted out danger ous conditions and have had them corrected in such numbers, that it can be truthfully stated, the properties are now physically safe; there fore, it naturally follows, that what is most essential for the realization of our goal, is safe men and these will and can be developed through training and proper safety supervision. Speaking of training. I recall that several years ago, many of us listened to an inspiring address by one of the honored members of this body, and among the many truths that fell from his lips that day was jj uwibtmiitro aujwy xjwnyi vss the statement that "as between preaching safety and teaching safety, the latter is the most essential feature of safety education," and since it is recognized that the trained mind is the medium through which we must expect to reach our goal of preventing avoidable injuries, it behooves . us to exert ourselves to make this truth manifest among those who supervise the work of the rank and file of employees on our properties and to assist in that training to the fullest extent. Some of us, perhaps have preached too much and taught too little. If this is true, and I believe it is, we have, through our failure to utilize the best known method at our command, found the efforts we put forth to prevent injuries somewhat disappointing. However, it is not too late to mend our ways and adopt other methods, and I, therefore, earnestly recommend that we endeavor to recover the ground we may have lost, by so training the minds of the employes that their sense of right and wrong methods will unconsciously cause them to adopt safe methods. In my answer to Mr, Hart's topic, I need not dwell upon the many safe guards that have been thrown around the employees. It would be a waste of time to enumerate the many practical guards that have been applied to machines and installed at other places, in order to prevent deaths and injuries. I need not speak of the corrections that are made each month to eliminate unsafe conditions that are brought to the atten tion of the officials by committeemen, because these matters are fully known to all of us, but in direct answer to Mr. Hart's topic I must, and as a shopman, can say that the safety movement has given to the shop men a security that none can deny and an independence that no one will dare to take fronLthem in this day of safety endeavor. I mean by this, they can no longer be required nor will they be asked to work under conditions that are not absolutely safe and likewise has it brought to them a freedom from accidents that will become more and more mani fest as the training of their minds along the lines of accident preven tion continues to receive their full support. In this training the^officers of the System Federations and other or ganizations of employees, can, and, no doubt, are rendering invaluable aid in teaching and urging their men to perform their work in a safe manner, and for this assistance we owe to them a debt of gratitude. In concluding my discussion of Mr. Hart's valuable contribution to our cause and to the proceedings of this session, I deem it my privilege to inform him that the Safety Section of the American Railway Association has adopted a resolution calling for a general reduction of 35 per cent in casualties on the railroads by the end of the year 1930, and that we intend to put forth every effort at our command to reach that mark, and, further, will state that I am optimistic enough to believe that the with-whole-hearted co-operation of the system federations and other employes organizations, all working together to that end, will enable us to exceed it. Steam Railroad Section 993 REMARKS BY I*. 6. BENTLEY OF THE CHESAPEAKE & OHIO Mb. L. G. Bentley (Chesapeake & Ohio): Now just a few suggestions that I deem practical, and I made some notes here as the discussions have progressed that I want to relay to you. It was said this morning that the man looks to the foreman, not only for example but for advice, for the influence that is going to make him a safe or an unsafe man, that Is going to make him an honor to the cause that he represents or a deadly hazard to himself and the men with whom he is associated. The every-year, all-the-year safety program is directed primarily to the foreman. We get the reports of the Interstate Commerc Commission as individual railroads, and we read in those reports periodically as they come to us that a certain number of injuries were produced by a certain cause. We coxa? to these conventions and hear these theories expounded and we sympathize with the appeals that are made, but only too infrequently when we get back on the job we have lost that influence and we have lost that opportunity to transmit the enthusiasm that we have gotten here into the minds of the men who work, and in our efforts to analyze by means of monthly pamphlets a certain class of accidents, we have tried to interpret so that it may become useful to the foreman, the causes which are covered by that particular pamphlet or circular, and in producing bulletins illustrative of the particular hazards covered by that bulletin, we are going to. try to get out a bulletin that will hit the employee himself ini the face. Then just let me say that I gather from organization statistics (I don't mean union statistics) that there is an average of one foreman for each ten men, and we hear it frequently stated that there are 2,000,000 railroad men in the United States. Then .we must have 200,000 .foremen, and if we have 200,000 foremen, it seems to me that a great advantage would be obtained if we would as railroad representatives see that there is placed in the hands of each of those 200,000 foremen the analy sis which the Committee on Publicity and Education is trying to put into your hands for that purpose. Of our circular 103, which was an analysis of injuries due to operating hand brakes and the use" of motor cars and hand cars, there were dis posed of something overT 26,000 circulars or bulletins. I mention that to show you that the bulletin is not reaching all of the foremen, hence it is not fulfilling its mission as yet. But we first had to learn to creep before we could, walk, and. the committee is not at all discouraged. The committee realizes, particularly the chairman of the committee, from a statement that was made yesterday by Mr. Auel when he analyzed for ns the system under which educational pamphlets are gotten out by the National Safety Council, that this work was drafted by engineers. The drafts of these analytical reports were then submitted to seventyfive men throughout the country, and those seventy-five men assisted in boiling down and refining those so that they really met the situation. e'4^-gs~~pBapa^sB^ffi ; -X' C/U7 fr&C?/*Cr/<> UUbJ C/C>t/ <-///<// 003 Obviously the committee has not been in existence long enough to create as perfect an organization as that which the National Safety Connell uses for this purpose. Every member of the Safety. Section of the American Railway Association has been invited, to contribute his ideas to the refinement of these pamphlets, so that they may really mean something in a practical way and in that practical way tell your foreman on the job how the accidents described in the pamphlet oc curred and how they may be prevented. Gentlemen, it is an attempt to do' something in a practical way sc that the foreman in charge of the men may impart to his workmen the lessons and the education features that you get here. So far during the program, due to some misunderstanding as to methods of production, the installments have been somewhat delayed, but again I say that no new work succeeds 100%, and it is our hope that with your help, with your suggestions and certainly with your cooperation which we expect, (your past treatment of our efforts in this respect justifies us in expecting your, cooperation) the pamphlets as they come out, the bulletins as they are displayed, may cover some hazard which -you think is not particularly bad on your particular property but which you may have anyway and that tomorrow you may not have some employee killed from the cause which we have tried to analyze. ___ Mr. Stevens of the Baltimore & Ohio mentioned that he had been classed as the stormy petrel, and I like that expression, gentlemen, be cause I do believe and have always preached and have tried to teach that if we actually and conscientiously want to stop accidents we must get at the causes, and hence when the bulletins of-the Interstate Com merce Commission based on the reports of the railroads show that nineteen .per cent of a certain class of injuries were due to defective material, perhaps, I do not deem it at all inappropriate nor do I regard it as a criticism to so state in our pamphlets so that the benefit of that knowledge, for It is that, may be gotten into the hands of the men who inspect equipment, so that they may correct those dangerous conditions. Likewise the same lesson applies to the correction of unsafe practices. : Mr. Stevens spoke about the straw boss. Of course, all that I have said, as I indicated at first, is directed at that straw boss to whom we must look. --_ There is one other feature of this program, this aiming at' thirty- five per cent reduction, which" I want to mention, and that is the regional meetings which were approved at Chicago last year and of which two have already been held. I am sure that those of you gentlemen here present who were so fortunate - as to attend the regional meeting at Atlanta or the second regional meeting at Balias last month are more than convinced of the tremendous value to those back home of those regional meetings. Why? Simply because we have an opportunity at those meetings to plant the idea of safety and how it may be accom- Steam Railroad Section 995 plished right In the man and In the region where it is to be pat to work. Not only that, gentlemen, but at those regional meetings we do not have any oratory. We have a practical discussion of problems that are vital to the men who work in that locality. The discussion of those problems, while local, is brought out by men who are in actual con tact with the work, and they know their troubles and they can advise as to remedies therefor. I want to say that I believe a very forward step was taken by the Safety Section of the American Railway" Association when it was decided to hold regional meetings. WHAT SORT OF A FELLOW SHOULD A REAL SAFETY LEADER BE? S. M. GSafaty, Supervisor of Safety, Chicago and Northwestern Railway Company A real safety leader must be a student, not only of men, but of human nature, of impulses, those acts and forces which impel men to do things. He must be a psychologist. He must be. human himself, possessing the ability of putting himself in the other fellow's place; of seeing things from the other fellow's viewpoint.. He must study the work of the in dustry he serves, kno\T its operations in all its ramifications, not only thoroughly, but have the ability to teach and direct the work of others. He must possess executive ability so that he can handle men and fit them where they will function best in- the organization. He must be upright and a square-shooter in all his dealings so that he will command the respect and confidence of all with whom he comes in contact. He must be an analyst, having that ability to analyze accidents and deter mine their causes so as to be able to suggest remedies for the preven tion of other accidents from that same or similar cause. This, briefly, is the. sort of a fellow that a real safety leader should be. A leader: He is the lead-man, the foreman, the one who goes first-- the hub of the wheel. One cannot be a leader without a following. To secure' this following a leader must have the ability of inspiring confi dence in others. They must not only believe in him, but in the cause he represents. A successful leader does not do one thing and ask his fol lowers to do another. He is the first over the top and then calls on them to follow him. His life should he an open book. This is real leadership. In his work he is a foreman, a lead-man. One of the first things he must do to be successful is to study his men, especially his foremen, and make leaders of them. Here Is where the safety leader's ability to teach others comes in. On a railroad, such as we represent, the officers are known by various titles designating their rank and department, but regardless of these titles they are all foremen. Any man who has men under him is s .*- man m. - 996 Fourteenth Safety Congress on down the line. The men in charge of the safety work, regardless of his title, be it superintendent of safety, safety agent, supervisor of safety, or any other title, is a foreman, the lead man, in the work of re ducing accidents and waste in his industry. All men look up to a leader and a leader regardless of what kind, will have a following, but the poor leader is soon found out and cast aside. It has been said that a man cannot think crooked and work straight. This is also true of a safety leader. Safety Leader Must Obtain and Retain Respect and Confidence If he expects to be successful in reducing accidents and waste it Is very important that he so conduct himself and his work that he obtain and hold the confidence, respect and backing of. those In authority in his Industry- This is vitally essential to the acceptance of hh. propa ganda and its sincere application by the management, supervising staff and employees of the industry. He must be helpful to the men: take an interest in them. I would rather know every section laborer by his first name and have him ad dress me by mine than to be known only by the superintendent. He ' should encourage the foremen to come to him with suggestions, and they to solicit them from their men, and listen patiently when made. It is true that a great many of them will be of no value. Do not sneer or belittle any suggestion, but rather sit and discuss the subject with him and he can very quickly make him see that it is not as valuable as he thought it was, though theoretically it appeared feasible. If it is im practical, explain why. In doing it this way he will he encouraged to come back with another suggestion which may prove of great value. He should never be too busy to listen to the other fellow's troubles. He should advise him and help him if he can. Sometimes all he wants is a little sympathy and encouragement, and this goes a long way with us all. He is making a friend and a follower, and that is what he needs in his business. If one of the men that he knows has been injured, or is ill, and he happens to he in the town, he should drop in and see him. Also insist upon his foreman doing likewise. When a man is lying in bed ill, he has nothing to do but to think. God knows there are enough people in this world spreading poison. Let's give him something pleas ant to think about. One of the worst things that can happen to a leader is to become swell-headed, too dignified, cr build fences around himself. If you have built any fences around you, knock them down and build paths leading towards you so that the men can come to you. Never violate a confidence or divulge. the source of your information should one of your men report a dangerous condition or practice. If the men know that you respect their confidence they will be more ready to call your attention to things that you should know and that will help you in your work. If a leader commands the respect and confidence of those in authority  Steam Railroad Section . 997 and of tJie employees on bis Railroad, be will make friends and follow ers and nothing can -stop him from gaining his objective of reducing accidents and waste. ~ .A. man who will do these things is a real leader, and the sort of a fellow I think a real safety leader should be._ DISCUSSION OF " WHAT SORT OF A FELLOW SHOULD A REAL SAFETY LEADER BE?" F. A. Hobble, Safety Supervisor, Eastern Lines, Atchison, Topeka & Santa Fe Railroad, Topeka, Kans. Possibly the most essential qualification is that of being able to place himself in the other fellow's place. If the safety supervisor could, in some way, arrive at the place where he could fully and completely get the viewpoint of the man he is trying to reach, then he would be in position to sweep away all misunderstandings, and meet his man on a basis of mutual interest and understanding. With this ability, without effort, he becomes a leader and with that leadership comes the confidence of those with whom he comes in touch. Those with whom he has to do will believe in him and support the cause he espouses. Most of our troubles and failures are caused directly by misunder standing or as it aptly has been expressed--a failure to understand. Almost every kind of trouble experienced by humanity could and may be avoided by an understanding and a sincere desire on the part of all concerned to reach a .basis of mutual interest. The man who has the ability.to put himself imthe place of the other fellow and get in close touch with his experiences, is the fellow who can do much to make this movement a success. That he must believe in his work goes without saying. Much of the failure of leaders in all walks of life-Is due to the fact that they themselves fail to observe the requirements they expect of others. The supervisor who posts "No Smoking" signs about the plant and himself is seen smoking as he passes through, may be able, by the force of discipline, to enforce the order in letter but not in spirit. His men may not smoke in the plant, when he is around, but he has lost their respect and confidence, and they obey his orders only through respect for his position and authority. Failure to observe safety- rules by a safety supervisor places him in a quite similar position, and safety observed by any man or group of men, through any motive except hearty cooperation and interest, is not* real safety and will fall far short of the real end hoped to be obtained. Therefore, if the safety man would be successful be must himself obey and follow the same rules and practices that are expected to result favor ably for others. It was well stated that he must take an interest-- or better way of stating--:<'he must have" an interest in those with ----------- - 998 Fourteenth Safety Congress Interest in others is one of the better sentiments of man. an attribute endowed by nature to some, and seemingly entirely foreign to others So our snccessful safety man must "have" not "take" this Interest. I! he has the interest no effort on his part will enable him to conceal it and if he has not this, which can well be termed, brotherly love for hif fellow man, no effort on his part will make it appear that he possesses it Having this interest he can properly give an attentive ear to all anc take into consideration the suggestions made. He must, however, be so poised that without giving outward evidenc* of reserved opinion, accept what may on its face bear evidence of a fail and faithful presentation of a case, always remembering that while t man with whom he is conferring may be and. most likely is entirely honest and fair, the proposition when viewed from another angle or fron the standpoint of another man, may have an entirely different com plexion. He must be able to listen thoughtfully and respectfully to al who may come and be not stampeded into precipitant action, but defe until more evidence be introduced, and while doing this must not in an; way take any action-that would suggest any doubt as to statements made If it is found, after ^investigation, that the first proposition is not weI founaed, he should be diplomatic enough to explain why the propositioi cannot be entertained, without giving any offense. One of the most difficult requirements is that, he should never noht a confidence. Often ~items of utmost importance are presented toy thos who make it a special consideration that the source of Information b withheld. Often the matter is of such nature that it is vlmrOSt- if nc quite impossible, to follow up suggestion without divulging the waic Yet if the confidence is not respected the safety man hats Soot the wrooi of one friend, and through him, if he has the ordinary xjBOcnt < influence among his ^fellows, the confidence and support of the entir organization. ^ He should carefully weigh the probable results, regardless ot tmpo tance of item and using the information as a tip keep on ttoe txaS mt of his own accord he "discovers" the matter in mind and handles it 1 the regular way, with no reference to first information. exptadn&Mg. boi ever, to his informant that if he cannot allow his name to he used, will require much more time to reach the desired end. so That he wi not become impatient at the delay. A very desirable accomplishment is that of remembering a>ees an names and the safety man whose memery along this line Ss near perfe has a great advantage. It is always pleasing to any man to be a proached by a casual acquaintance and addressed by name. Some to* inherit the faculty, others acquire it and still others. **do ooC* The safety man should, and if he is successful must, be able to me all classes on a mutual basis. If he assumes a certain attitude in coi pany with one class of men and a quite different attitude with other the information is soon passed along and his influence is largely lost. When he can meet the most humble laborer with the same hearty hat Stearn Railroad Section 999 shake and smiling greeting that he gives the superintendent, or master mechanic, that fact is soon known and appreciated both by the laborer and the- official. Finally^--the safety man who would be successful must be fully con tented with his position and work, but never satisfied with results, con stantly striving to make his efforts of today better and more productive than yesterday and planning for still greater success tomorrow. -' Wednesday Morning, September 30, 1925. The third session of the Steam Railroad Section was called to order at nine-forty-five a. m. by Chairman Hill. THE STEAM RAILROAD SECTION'S CONTRIBUTION TO SAFETY R. H. Aishton, President, American Railway Association, Washington, D. C. It is .a proud moment of my life to have .the opportunity of meeting you gentlemen of the Steam Railroad Section here today, for to you and to the National Safety Council belongs the honor of the first organization of railroad workers in the safety movement. Your section of the National Safety Council in 1915 first inaugurated cooperative action in this impor tant work. You recognized the necessity for cooperative effort-- (a) Between railway companies themselves. (b) Between railway companies and their employees, and also recog nized that (c) By the cooperation of all of these with the public lay the road to greater safety. What have you accomplished in the ten-year period since your organ ization? During the three-year yeriod, 1912 to 1914, immediately preced ing your organization in 1915, the total number of fatalities listed under the head of "Railroad Accidents," including casualties to trespassers and every accident in any way connected with the railroads, as indicated by the figures of the Interstate Commerce Commission, averaged 10,617 per year. During the past. three years, 1922 to 1924, the corresponding figures show a reduction to 6,776 per year, and this notwithstanding the constant increase in population, in traffic moved over the railroads, in motor traffic on highways and at railway crossings, and in other factors that have a bearing on the accident situation and the railroads' share therein. In other words, through the combined efforts of the railway companies, of the employees, and of the public, you are saving every year not only 3,841 actual lives, equal to the population. of a good-sized town, hut God only knows how much misery you are saving the depend ents, families and friends of these people whose lives would have been sacrificed' but for your efforts. 1000 Fourteenth Safety Congress I am not going to quote ypu a. lot of statistics--my good friends Pal mer and Cameron will , do plenty of that--nor am I going to submit to you any charts. But I will pause for a moment to emphasize, in as con crete a way as I can, the significance of this saving of nearly 4,000 lives per year. The actual percentage reduction is 36.2 per cent. But this result appears more striking when taken in its relation to population, to rail way traffic, and to the number of motor cars in use. In relation to the population, the number of railway fatalities was reduced 45 per cent. During this same period, and while fatalities were being reduced more than one third, the total amount of traffic handled by the railways in creased nearly 29 per cent, while the total number of motor cars regis tered increased more than 1,000 per cent. The decrease in fatalities was uniform for all classes of persons involved, except motorists at grade crossings. Fewer railroad employees were killed, fewer railroad passengers, were killed, and fewer trespas sers were killed. Highway Grade Crossing Fatalities Nearly Doubled In only one respect does the record fail to show improvement. The number of persons killed at highway grade crossings, most of whom are riders in automobiles, nearly doubled. This indicates one of the most important lines of activity on the part of this section, and of all organiza tions working toward greater safety on our railways. It is evident that the hope of reducing the number of personal injuries and fatalities on our railroads lies largely in converting the driver of our modern motor car to a realization of the fact that not only may he lose in his race with the locomotive to the ^crossing, but that he is almost sure to lose, and that in any case he is indulging in a huge gamble with the most precious of human possessions at stake, namely, his own life and the lives of those in his car. - How have you accomplished these encouraging results during a period of ten years? What has the Steam Railroad Section done of and by itself? in the first place, one of the most important things you have done is to serve as a meeting-place for railroad safety men. This function is now shared with the Safety Section of the ARA, which had'its birth daring the War period, and which in cooperation with your organization is doing a noble work. At these meetings Safety Agents and those interested in safety on the railroads come together, interchange experi ences and ideas on all the manifold problems of their work, and through education on these matters go home with new energy and a greater determination to bring about better conditions. In the matter of pictorial advertising, the Steam Railroad Section has presented 372 separate Illustrated safety bulletins or posters relating tc steam railroad safety. More than one million of these have been used not including the posters of the National Safety Council, which, in addi lion, the Steam Railroad Section, perhaps, has helped to prepare, and tc distribute. Steam Railroad Section 100 ' What is the motive behind this activity? Is it a selfish reason? On! in small part. What is it that impels you railroad officials, you railroa employees, through your organizations, and otherwise, to evince such .tremendous interest in this work? Like me, no doubt, you have comei actual contact with the tragedies of railroad life, most of which ar avoidable, and you cannot but feel deeply the obligation and the oppoi tunity to serve humanity by devoting at. least part of your life and pai of your talent to reducing these tragedies to a minimum. Who of you that has had actual experience in the operation of railroad but what has had brought home, to him what these tragedies 'meat Innumerable cases come vividly in my own mind. When I was a bridg foreman, two of my warm personal friends, one of them a neighboi were directed , to change a pump in a well. They set up a derrick outsid the well curb, and lowered .the pump into the well. During this operatior the. platform, which had rotted or was insecure, gave way, with th result that both the men were killed. So I happen to know of at leas two families who have lived their lives in poverty as a result of lacl of foresight on the part of someone in looking into the safety of tha particular operation. Again, as bright a young fellow as I ever knew, also a neighbor o mine when I was assistant superintendent, -went out one night on ; freight train. ThreeThours later I was called down to the doctor's office where young Tom had been brought in with a mangled hand. The doctoi wanted to amputate. Tom would not allow it' done until I had said so After weighing the chances I told the doctor to do the best he conic without amputation. Poor Tom lost two fingers in the middle of his right hand, hut, thank God, he saved his hand or sufficient of it to enable him to make a decent livelihood ever since. Again, later on, when I was superintendent, an old friend of mine, an engineer, was called out one night to take a fast mail train. Overlooking speed restrictions anc everything else in his desire to make time he lost all caution--the result was the train tipped over at the bottom of a curve * he and his firemar were killed, and five mail clerks were burned up; I had to break the news to the family of my friend. To Make World Better, Happier and Safer What has come in my experience is only what has occured in the experi ence of all of you. afsbrne time or other,'whether, you are an official or an employee. If we can continue to make progress, we shall at least have the satisfaction of knowing that we have done our bit to make the world better and happier and the security of life greater. I. sometimes think that in your safety work you are paralleling the development of the art of preventive medicine. For centuries many diseases went unchecked and took frightful toll of human life. Then preventive methods were developed, sanitation was improved, education in personal hygiene T?as made generally available, and life on this 1002 Fourteenth Safety Congress planet became safer and healthier. The result, in terms. of human life and happiness, is almost incalculable. No less important are your efforts to save lives from accidents. You too have developed preventive methods. Like. the doctor, you educate people to regard their own safety and security. The results have already repaid your efforts hundreds of times over. In your campaign to save human lives and increase human happiness, you are accomplishing in your own field of endeavor what the doctor and the surgeon are so ably carrying out in their special field. I repeat that your work is as impor tant and as honorable as any other activity looking toward the conserva tion of human life. Your National Safety Council is doing a great work. Your Steam Rail road Section is doing a great work. The Brotherhoods, through their great influence and publicity, and the employees, through their coopera tion, are doing a great work. Let us keep it up. Eternal vigilance is the price of human safety as well as of human liberty. We live in an age of machines which year by year grow bigger and more powerful and move at accelerated speed- These machines are made to be our servants, but they must still be controlled by the human hand and will. Always somewhere along the line there is still a human factor which must be safeguarded. There is a fable of a man who delved so deeply into the mysteries of science that he was finally able to construct a being that actually came to life. But this being, without human intelligence and without selfcontrol, turned and destroyed his own creator. Shall we permit the machinery which we have so marvelously and cunningly constructed -to turn and destroy us? Preventable accidents, which are the great majority, occur in un guarded moments. It is our individual responsibility to see that we and our neighbors leave no moments unguarded. In closing, let me leave just this one word with you: Continue your good. work, cooperate with every agency which is work ing in. this direction, supplement their work; there is a field for all of you with but one objective, and that is a happier, better and safer world for all of us to live in. I Tcncno of no finer goal to work toward than that. RESPONSE BY MR. L. F. SHEDS Worthy Chairman, Mr. Aishton our friend, visiting suffragettes ark you, my colleagues, in this great, high, holy and noble cause: I realise Mr. Aishton, that in arising to attempt to respond to your able, your spten did and your encouraging remarks, I am exercising a privilege that aaj one of your multitude of friends, particularly among the safety me* .might well envy. - 1 am serious, Mr. Chairman, right now in saying that at this Ter; Steam Railroad Section 1003 moment I realize more keenly than ever in my life before that I have possibly rushed in where angels might and possibly ought to fear to tread. I want to make just a. little confession. They say that open confession is good for the soul. I hesitated whether I should make it, Mr. Aishton, or not, but I am exercising this privilege self-appointedly. I am not going into details. I, therefore, feel very mucli in addition' to my-other fear, if. I might so express it, that guilty feeling that a fellow must have necessarily when he decides the tie in an election by voting for himself. I don't want to make any attempt at oratory nor any display of the powers of language, but knowing Mr. Aishton so very, very well, as I do, regarding him so very, very highly, appreciating his every effort not only now but for a long time past, realizing who he is as a railroad man as well as a safety man, I feel as though there might be said, acknowledging my utter and absolute inability to say it properly and effectively, some thing that we might carry- away with' us and that Mr. Aishton might enjoy while he lives, and don't let's wait until he dies'. I have in my mind's eye this morning-a picture of a certain time in the history of our beloved country when our forefathers were struggling to relieve themselves of a certain yoke that was oppressing them, when they determined that they were going to be free and independent, when if they were to be taxed' they were to be represented, all of which was resented by the powers that they had previously been subservient to. That was a time when it was" said that darkness curtained the hills, when the plow stood still in the field of promise, and when friends were needed. And it is also said that from the blushing vineclad hills of his delight ful France there carnet friend to succor a people whom he knew not, whom he knew only in the melancholy story of their wrong. But he came, mind you, when darkness did curtain the hills, and he therefore came not as a mercenary adventurer, striving for the spoil of the van quished, but to be of .real assistance and to be a real friend. Marquis de Jbafayette proved to be that real assistant and that real friend, proved to be a warm personal friend of that great general, George Washington, and he was very, very successful in securing victory for that wonderful man. Fifty years later, Mr. Aishton, that same Marquis de Lafayette visited this country, and those who were able to say it and say it well expressed this thought,. that while we bring our offering to the mighty of our own land, let us not forget the chivalrie spirit of other shores, and we were admonished that we might pile to the clouds the majestic columns of glory and let the lips of those who could speak well hallow each spot where the bones of our bold repose, but we were strictly admonished to forget not those who with our bold went out to battle. You know and I know of those good men (if we knew them not per sonally we knew them through their deeds) who for their interest in and their love for humanity, through their efforts in legislative halls and outside of legislative halls, did those things, or at least, started to do those things or construct those buildings upon which we might erect effective structures that would redound to their credit as being humane. wwwsmtm*- f 1004 Kourteenth Safety Congress I know, Mr. Aishton, and you know, members of this section, that we safety men are going to commemmorate the memories and deeds of those men by the erection of monuments that will neither crumble nor decay. Mr. Aishton, I am going to say to you, sir, that this section and the Safety Section of the American Railway Association have that same thought in mind, or at least should have, of doing something for the good fellows who are still living and are doing such a wonderful work. Among those fellows (and I am utterly and absolutely sincere) I know of no man in the railroad industry, I know of no man in the safety work, who deserves to stand more than you in the front rank and at the head of the column. We safety men who know you better love you best. We realize in you a friend. Many of us know how we have gone to Mr. Aishton with our troubles, with our cares. Mr. Chairman, you know how we have sat around the table and when the clouds became a little dark some fellow said, ".Let's write Mr. Aishton a letter." Mr. Aishton is usually in our minds. Mr. Aishton, we regard you as our friend. =__ Something was said here the other day about solidity in the audience, and one of our very congenial friends coupled that up very intellectually and very splendidly with another idea of solidarity, as it were. I heard of a certain bunch of Germans who had some . trouble about what they might pave their streets with, and they said they would get their heads together and have a block pavement Mr. Aishton, we regard you not as the stones that the Romans were accused of being when^those who were successful in the conquest came home, but we do regard you as the very cornerstone of the foundation of the safety edifice that we expect to erect. We want you to continue to give us your assistance. We want to regard you as our co-laborer and our friend. More than that we cannot expect. Chairman Hm: on Nominations. I would like to have a report from the Committee Mr. Isaiah IIat.e : I am not going to eulogize the gentleman whom your Nominating Committee would place before you, but we are going to automatically move up Arthur V. Rohweder, of the Duluth, Mlssabe ft Northern Railway and the Duluth & Iron Range, as Chairman of this Section. As Vice-Chairman we offer for your consideration J. D. White. Super intendent of Safety of a railroad which has contributed so largerly to the activities of this Section, the Illinois Central. It would be unfair, in view of his most valuable service to this Section in years gone by and filling out, as he does now, the unexpired term of a gentleman who was chosen one year ago, should we fail to recognize the most efficient service we have had from the most efficient secretary we have ever had. We offer to yon as Secretary, E3. R. Cott of the Hock ing Valley. (Applause.) Steam Railroad, Section 1005 Mr. Robert Scott: I move the nominations be closed. The motion was seconded and carried unanimously-, and the nominees presented by the Nominating Committee were elected. Secretary- Cott: There were 270 members registered at yesterday morning's and afternoon's session, the largest registration we have ever had at the Steam Railroad Section. -.Two hundred and fifty-four of these gentlemen were representatives of member railroads; there were eight representatives from railroads not members of the Steam Railroad Sec tion, and eight representing other lines of business. Of our membership of ninety-five, only forty-five roads were represented, and six lines not members had representatives here. We have a telegram from San Francisco from Mr. W. S. Wollner: "Sincerely regret inability to meet with Steam Railroad Section. Northwestern Pacific as its contribution has gone over two years without employee fatality. In addition the first eight months present year. -Employee injuries reduced ten per cent from last year, which was seventeen per cent better than preceding five years. We are keeping everlast ingly at it." CHAiBatvN Hmr.: Carl R. Gray,. President of the Union Pacific, has consented to say a few words. Mb. Gray: Safety Is one place where we can all meet on an absolute level. One of our rules on the Union Pacific is that in safety meetings the. brass collars are parked outside; there is absolutely no distinction. The recommendatons and suggestions from one man are just as good as from another, and it is amazing what will develop from the rank and file along that line. My observation, however, about the official side of it is that the interest taken by the officers is the greatest, possible incentive. When the superintendent takes an interest it goes a long way, and when the general superintendent comes in it adds momentum, and when the general manager and the vice-president and the president take part, then there is the realization that it is ,, the whole machine working together______ There is no standing still in this safety matter. It Is either going ahead all the time or going backwards, and that is the one thing in this world of safety that Yre can't do. There has been the most amazing progress made by a concerted effort, but the whole interest has got to be kept up. Every hurrah method has got to be devised. It is singular what follows an outpouring of expressions about safety, parades, and all those things whieh cut their figure. It just emphasizes that the people who take part in this work have an interest in it. Chairman- Him.: I call for a report from the Chairman of the Reso lutions Committee. Mr. Brennan: "WHEREAS, the Fourteenth Annual Congress of the Steam Railroad Section of the National Safety Council has been unprecedently successful both in attendance and In general Interest, and "WHEREAS, This has been due to the exceptionally fine and tireless 1006 -Fourteenth Safety Congress work of the officers of the Section and the Program Committee and all who took place on the program, be it therefore "RESOLVED, That the members hereby express their keen apprecia tion of the work of the officers and a determination to continue in the splendid work of the Section. "(Signed) T. P. Brennan, L. G. Bentley, Robert Scott, Committee." I move the adoption of these resolutions. The motion was seconded and carried. THE FOREMAN--HIS RELATION TO SAFETY F. W. Mitchell, Director of Personnel, New York, New Haven and Hart ford Railroad Company and Central New England Railway Company On the occasion of a delay to a limited train, due to an over-heated driving journal on the locomotive, the engineer wes requested for an immediate written explanation. He remarked ' somewhat facetiously, "I'm just going to say that the little film of oil that is supposed to exist between the journal and the driving box was undoubtedly absent. That ought to explain itTall right". ' As an introduction, this may illustrate in part, the foreman's relation to general conditions, including safety, wherever we find successful operation. The foreman ^is the little "film of oil" that must exist be tween the men and the management, and when he fails to furnish the several conditions that are necessary to safe and smooth operation, the fact is more or less apparent in the results that follow. Every foreman should recognize that he bears the same relation to safety that he does to production. It never should be necessary to argue this fact with him, although difference in the degree to which he is able to regulate the outcome when he is not in direct contact with the work may vary, because carelessness that does not result in an immediate accident may escape notice for some time. In a general way, safety^ is the result of proper conditions accompanied by careful practices. . Tests and experiments, of unlimited variety and exacting require ments, have been made to secure mechanical standards that will insure safe operation of equipment in the hands of careful operators. The problem of educating the human element to maintain these standards and to carry on their duties without undue risks to themselves or others, is now recognized as one that can be handled with assurance of securing definite results, having a commercial value to the company that develops them, and a humanitarian worth to the individuals who are schooled thereby. The foreman's relation to this educational phase of safety is the determining factor in the character of the results that are produced. Steam Railroad Section 100 Foreman Must Be A Teacher of Safety- Education without a teacher is a slow expensive and unsatisfactor process; therefore, if we believe that education is important in tfa development of safety, it follows that the foreman must be a teacher c safety. He must observe, study and plan In order to grow, with a coi tinually expanding job--and he must know that he will have to grot with the job; or be outgrown by it. The foreman therefore must be a man of open mind. He must be man of vision, whose serious thoughts are aroused by what he see and hears--sometimes even by suggestions of no intrinsic worth, fo it is doubtless true that many valuable inventions have been suggeste to thinking men by the passing expressions--sometimes even by th -foolish talk of the simple or the superficial thinker. The majestic Iat of gravitation was first seen In a falling apple. Perhaps the apple- wa not even half ripe and contained a worm hole; but the name of Sir Isaa Newton has come down to us not because the apple might have beei imperfect, but because in its fall it came under the observation of ; thinking mind. Here the analogy ends; but we can continue our reason Ing without the apple; for while personality cannot improve apples, it I a factor In educating men who yield to its influence. The foreman who would lead in the field of education must be wel .supplied with experimental knowledge of methods, materials, tools am other equipment, and acquire tact in handling men--both individual!: and in groups, together with the ability to impart his knowledge t< others in such a way as to make them understand that he Is trying t< teach. This is particularly the business of the foreman in his relation t< safety. An empire whose bounds are constantly expanding, is challeng ing him to meet the ever increasing opportunity and responsibility tharest upon him because of his authority as a representative of the com pany that employs him. It is the foreman who Interprets the management to the men. Thit he does, not when he posts the notices and rules that are issued fron time to time; these speak for themselves; but in his own attitude toward the men, and toward all sides of the question of regulating humax conduct. Foreman's Words and Actions Weighed by Men Safety is one of the subjects that are particularly stressed by business management. It is kept in the foreground of every program. To whal extent does the consideration of its importance appear in the thoughts of the foreman, as he gives them expression in words? He must realize that not only his words but his actions are closely scrutinized by these men, to see what they can discover that supports or denies the profes sion of his lips. He most not break rules that should bind him with an obligation as strong as they do the men whom he supervises. Health and sanitation are also a part of the foreman's relation to 1008 Fourteenth Safety Congress safety in his department, for these are conditions .that are sometimes the prime cause of personal injuries or damage to property. The foreman may also extend his observations beyond the immediate bounds of the company's time and property, and take note of the general inclination and conduct of the individual in these circumstances. This will further reveal the attitude of mind toward law and order, and the rights or privileges of others, that marks the strength or weakness of the individual, and help to determine the policy in dealing with him. When new men are coming into service, the foreman is responsible to assist, as far as he can, in selecting none but the best material. The first important training and confidence of the new man is marred, and perhaps permanently limited, by the thoughtless or indifferent foreman. A. good foreman will direct the thoughts that follow close upon first experiences of the newsman in the company's employ, and thus try to prepare him for satisfactory service. No other obligation should eclipse the importance of safety, and we repeat, that the foreman cannot afford to limit his efforts solely to the contact made during the hours of service, if he would completely discharge his responsibility to the company, and to his fellow workers in ^protecting against accidents. The railroads are foremost among the industries of the country in supporting and progressing their safety work, through a department organized for that purpose. It is pertinent to inquire into the extent to which the foreman makes use of this department? "What is his attitude of mind toward it? This will indicate what efforts to expect from him, in behalf of safety. If he thinks of the safety meeting as a reduction of hours of produc tion that only restricts output, and the safety officer as a more or less unwelcome visitor, who must be judiously steered clear of some of the more questionable methods of operation, then safety is a dead issue with him and his department. Even Experienced Foremen Sometimes Need Safety Training But if he feels that the safety officer is really a part of his own re sources, and is ready to receive anything of value that he may bring; if he opens his mind to the suggestion, even, of the presence of the safety officer as he associates with him; we may be sure that accident prevention is a serious purpose in his mind; that it has a tangible form and a visible shape in the records of the performance of the men whom he supervises. Such a foreman is trying to appreciate in full his relation to the work of .accident prevention, and to meet the requirements of his position effectively. ji. One difficulty in training the foreman to the point where he will sustain a relation to the safety work that balances his other responsibil ities, lies in securing his recognition of the fact that he may need any such training, after his years of experience. ' -Sometimes there has been a background to the foreman's position that Steam Railroad Section. 100 makes diOeak be prayer igproeft to such a ss^fcet. sai which binder him from hriofay Us fait rcsponadbilty foe- safety. If he baa bees oelr a cog in the machine,. fttfUadTe hats been su* pressed; be has teamed to do almost everything hot think: and taS frankly aboot hf* Job; the road to fals imagination and confidence i overgrown wfth snspiefon and nearly impassable. Such men hare fallei into the habit of using wild gestures of the tongue in place of construe tive talk and have failed to acquire any perspective of their work Recovery is not easy. The process will be slow, but ff those condition: have developed in an organization, there is responsibility to remoulc this attitude toward the Job, and toward the employer, which has be come so badly distorted. To the intensely practical type o thought, that demands something with length, breadth and thickness in explanation of every accident; the idea that safety is a state of mind may not appear qnfte satisfactory at first. It is, notwithstanding, fundamental In securing the best, oi even good, results in accident prevention. he". "As a man thinketh, so is On this foundation rests the foreman's relation to Safety. Its growth is governed by the capacity of the foreman to learn and the use he makes of his opportunity to teach. It has all been said with fitting symbols and rythm by Oliver Wendell Holmes in "The Chambered Nautilus" "Build thee more stately mansions, O my soul. As the swift seasons roll! Leave thy low-vaulted past! Let each new temple, nobler than the last. Shut thee from heaven with a dome more vast. Till thou at length are free. Leaving thine 'outgrown shell by life's unresting sea." DISCUSSION OP SUBJECT "THE FOREMAN---HIS RELA TION TO SAFETY" W. A. Booth, Director, Safety & First Aid, Canadian National Railways, Montreal, Que. The excellent paper submitted by Mr. Mitchell Is so well presented and has covered so fully the subject that but very little is left untold. Happily, the paper is not only exhaustive but also suggestive, and the purpose of my few remarks is simply to touch here and there upon some of the leading thoughts as outlined by Mr. Mitchell. There are three principles emphasized in the paper which we may consider as basic truths which form the relation of the foreman to safety. 1. That the foreman is to consider safety as important as production. Indeed, both production and safety are Inseparable. Production with out safety is an expensive commodity. It is alreadv stiematiKPrt nnd 1010 Fourteenth Safety Congress soon will reap its own destruction. But production and safety are staple factors and are governed by the law of continuity. Safety respects the "goose that lays the golden eggs." The foreman must realize this more than other men in the plant or he will soon part from the management. 2. That the foreman is to make safety exemplary. The methods to accomplish this fact are many and varied. It was not long ago that I was in a plant when the -foreman's attention was drawn to a man working at an emery wheel but not wearing his goggles. In his own inimitable manner and with a unique vocabulary the foreman warned the negligent employee of his folly. The same foreman was demonstrat ing to me a new "grinder" nearby and though he used It for practically five minutes yet all of that time he had no goggles on. So you will see the object of the illustration. Personal example of the foreman is as important in safety as his profound knowledge of shop tactics and rules. z 3. That the foreman is to make safety paramount. Though often we may receive excuses from the foreman that his duties are such that it is impossible for him to supervise the .demandg^>f safety, yet while we sympathize with his crowded hours," at the same time he must be made to realize that safety Is not a "fad" but an essential and paramount factor in the operation of his duties. A foreman who is prone to view safety as a subsidiary is not a foreman who fills his job. One death- caused Jby negligence on his part makes him a very expensive individual to the plant.. In general, the foreman, therefore, is not only the "film of oil" but also the "valve motion" itself. He meets within himself, in an adequate manner, the ideal relationships enumerated by the principles so well indicated by Mr. Mitchell, viz.. He is to be a man of personality. He is to be a man of vision. He is to be a man of observing nature. He is to be a man of sound precepts. He is to be a man of tact. OBSERVANCE OF RULES--A REAL SAFETY MEASURE O- F- Johnson, Inspector of Transportation and Safety Supervisor. The Minneapolis A St. Louis R. R. Co. Why do we have rules? Just because as soon as more than one per son becomes involved in an operation, it is immediately necessary to co ordinate their activities. Imagine, if you please, a game of baseball, played without rules. How many balls and strikes must be allowed the batter? What ground shall the short-stop, the base men, and fielders cover? We readily agree that for an interesting ball game there mast be rules, and tbat such rules must be strictly observed by each and every player, the umpire to be the judge and jury. Steam Railroad Section 1011 If rules are so essential to the-baseball game, where only the loss of a game is at stake, we as railroad employees-can and do appreciate the need for and the intelligent observance of our rules. Let me say this for our rules: Perhaps you have the same regard for them as myself, but to me there is ever the thought in mind that our rules, representing as they do the best thought and effort of the best men who have lived' and labored at the railroad game up to the present time, are in the nature of a sacred heritage. They are handed down to us by our predecessors and it is up to' us to safeguard them and pass them on to those who are to follow. We are responsible for these rules. We ap prove of them. No changes are made in the rules, not even the addition or subtraction of a punctuation point, without great deliberation on the part of those responsible for safe operation. Our rules are for the guid ance and the safety of thousands of our employees and patrons. Let me give you this thought in connection with our business of fur-, nishing transportation: What would it avail any of us to personally own a great railroad, thousands of miles of first-class road bed, the finest loco motives, rolling stock, station and other facilities, located in the garden spot of the world, but without adequate rules for the safe operation of such a splendid machine? Disorder and confusion would reign and it would be impossible to give satisfactory service. ' The rules we have are good rules, because by actual experience they. have been proven to be good rules. The highest Courts in this wonderful country of ours have repeatedly ruled that any reasonable rule or rules, promulgated by a railroad for the guidance and safety of its employees and patrons, is binding upon its employees. The rules are binding upon railroad employees, provided the rule or rules are reasonable. Have we then a rule or rules that are unreasonable? We have not. An unreason able rule would not survive the years as have ours. Going back to our baseball game, and to professional baseball in par ticular: We might well take example from the owners of baseball teams in the matter of selection and training of the players. We read in the papers from day to day that such and such a player has b'een sold for an enormous amount of money; that another well-known player has been fined and suspended for an infraction of the training rules, keeping late hours or perhaps an indulgence in strong drink to the detriment of the player, the owner and the fans who pay good money to see good baseball, and who will not support poor baseball. If we in our game exercise equal care in the selection, training and care of our players, it would undoubtedly bring about the result that we too are striving for, one hun dred per cent efficiency. Selection of Employees The ordinary run of men are perfectly willing to abide by the rules. We should endeavor to arouse the same enthusiasm in our players as they do in a ball game. Get them interested in the work so that any man would be held in scorn by the employees every time he disregarded a rule. 1012 Fourteenth Safety Congress If each unit will take a little pride in the work and see that the rules are lived up to, it will go a long way towards solving some of our troubles. Superintendents, Trainmasters and others delegated with the job of hir ing men, should see that each man hired is fitted for that particular occu pation. Make it a personal matter and tell the man, "You are coming into our service, and I am going to keep my eye on. you to see whether you are a. good player or a poor one." Keep in personal contact with the men. Train and keep them interested in their work. If this is done, our railroads will continue'"to run along smoothly. We have got a good class of men to work with, and there is a big field to select from. JWben you hire a brakeman, do so with the un derstanding that some day he is going to be promoted and be Captain of the ship. If you hire a fireman, it should be done with the understanding that he will some day he promoted to the position of engineer. This is very important and should be kept in mind by the hiring officer. Training of Employees A. great many accidents which occur in railroad service are due to unfamiliarity with or a lack of a thorough understanding of the rules. The principal duty of all men. in supervisory capacity is to see that em- nloyee performs according to schedule or rule,' and does not take chances, impress upon the men at the time they are hired and examined, the necessity of their enforcement and the reason why rules are made. Men should he taught that regardless of whatever someone says or does,--take no chances, stay within the Book of Rules, and they will not go wrong. More time and thought must be given to the training and supervision of the men, no matter in what capacity employed. Supervisors and employees with years of practical experience should remember they were new men once, and should take an interest in the new man. Welcome him Into the ranks. Coach him on the rules. Give him proper instructions in his work, and see that it is done. Show him the necessity of care for his own protection and that of his fellows, and for the good of his familyrand for the protection of company property. In other words, show him how to do a first-class job of railroading. If you will continue to do this, it will materially help in the reduction of acci dents. New men should be started in right and their instructions should be .concise in every detail. / We must educate all concerned to look for and eliminate the causes that result in the disregard of r-ules. I don't believe there is a man working on our railroads today but wbat has the good of the railroad at heart. A man may become lax and in that way violate a rule. It may not he out of place at this time to call your attention to some of our troubles. Most of you have, no doubt, seen a copy of the Summary of Accident Investigation reports issued quarterly by the Bureau of Safety, Interstate Commerce Commission. The Summary goes into con siderable detail concerning some of the more serious accidents that have Steam Railroad Section 1013 occurred on railroads, in which, a number of persons were killed or in jured, and in which there was much property damaged.' Your attention is called to these reports, not with the idea of casting a reflection on any particular class of employees, as there were, many other accidents, both major and minor, due To infraction of rules, in which employees in vari ous classes of service were involved. An analysis of the principal causes of these accidents shows the fol lowing : Misunderstanding of train orders. Improper control within yard limits. Non-observance of meet and wait orders. Improper protection or failure to protect in accordance with Rule 99. Non-observance of signal indications. Issuance of improper notice covering defective track conditions, and many others. By reading over a copy of this self-explanatory summary, you will find that infraction of the rules was responsible for a'majority of the accidents. Mental Attitude The mental condition or state of mind of the individual is the cause of many accidents. Safety is a state of mind which can be brought about only through right living, education and proper training. Apparently there is too much blaming carelessness and thoughtlessness, and the like, for accidents which have a deeper cause. One of the important things very seldom mentioned in our accident work is the condition of the human machine, and its relation to accidents and the observance of rules. A careful physical examination of men in service at stated intervals will bring out some startling facts. In other words, it would show that many of the men were* inferior mentally at the time the accident oc curred. Statistics show that the human factor is responsible for many of our accidents. on railroads and" industry today, and that the practice of work ing unsafely is due to the state of mind of men. That being true, what causes the abnormal mental attitude? - To change the mental attitude, we must first look after the diet and the manner of living. The proper and right amount of food is essential for clear thinking and acting. __ "When you suffer from so-called auto-intoxication, due" to absorption into the system of poisonous substances produced in the body, caused by wrong eating and living, it results in fatigue--that tired feeling, lack of pep, etc. It is then that a man overlooks the important things of life, and if he is in that condition when performing some important job, chances are he will overlook the rules that were promulgated to make operation safe. --' 1014 FoMrteemth. Smfety Congress Not only should we have the eight Mental attitude in accident preven tion, but in every other form of aaccrorfntt. economical railroad operation. Much, will be accomplished in accident, prevention and increased effi ciency by correcting the condition '"***--rkwi Safety in railroad operation iwneift that every employee shall have at all times a sound body and a dear mind. The Book of Rules. lumtctton in time tables, bulletins, and special instructions, are Safety Rales, the violation of any one of which is dangerous to life and ihsfc. One of the important U$ thxxags for cafhroads to consider is to make an intensive investigation of ah accidents dae to infraction of rules or other wise, to determine fully what brought them about, and if it was a man failure, what caused the man's abnormal mental attitude toward the rales? As a rule, che man in railroad service is a high-class dependable em ployee. Many of you men have been associated in railroad work since you were boys and know from your long experience the type of men in service today. It is a great pleasure, gentlemen and ladies, to say that we all belong to that big family of co-workers on America's great railroads, and to know that we are all intes*ed in the conservation of life and limb. Lastly, what business has a mas to be in the railroad game, unless he is willing to observe the rales that make it safe? RESPONSE TO PAPER BY O. F. JOHNSON, "OBSERVANCE OF RULES--A EEAL SAFETY MEASURE" C. E. Smith, Safety Inspector, New York, Chicago and St. Louis-R. R-, Cleveland, Ohio, for E. M. Mann, Chief Safety Agent In coming forward to discuss the excellent paper you have just heard Mr. Johnson read, I am assuming the role of "pinch hitter" to continue the illustration Mr. Johnson so aptly used. Mr. Mann, the Chief Claim and Safety Agent of the Nickel Plate Road, being unavoidably absent on business of importance. J.hat could not be postponed. He, no doubt, regrets his absence almost as much- as I do. This being my first attempt at an effort of this kind, some of you doubtless know exactly how I feel. Some years ago, I played Considerable baseball, professional and other wise. In those years, I remember clearly the management used to hand us each spring a new copy of the, rules which we promptly threw into the bottom of the locker, without reading. I do not remember of ever reading a book of rules entirely through, until I became a captain of a team. "We learned the rules during the play from the umpire. We knew what to do with the ball, or at least we thought we did, when we got it. I am giving this illustration with the thought that perhaps a little of that condition exists among our employees today, and it is up to us to get the safety regulations out of the men's lockers, and into their heads. Steam Railroad Section 1015 "Observance of Rules--A Real Safety Measure" is assuredly a truth. I do not believe anyone wilfully makes a habit of violating any safety regulation out of meanness. Even a rebellious mind will think twice before he does anything that will interfere with .his livelihood.. We do not discipline men on the Nickel Plate for a violation of the safety regulations and in that we may be weak. Other roads do. I am not talking now of the operating rules, as we, of the safety department, have no say in their observance. Of our thirty-eight or forty regulations, most of them are cheerfully and constantly obeyed. Now and then an injury occurs that can be traced to disobedience of one of these regula tions. but it has been generally found that the men were either ignorant of or had forgotten the rule. This ignorance is more general than I sup posed. I am now working on an idea which will bring these rules, one after the other, forcibly to the attention of the employees. I believe that when I get through with my plan, at least 95 per cent of the em ployees will then be familiar with our safety regulations. In conclusion wish to say that, in my opinion "Observance of the Rules--A Real Safety Measure" could be considerably strengthened if it read "Observance of the Rules--The First and Rest Safety Measure." DISCUSSION OF SUBJECT: "OBSERVANCE OF RULES-- A REAL SAFETY MEASURE" G. H. Warfel, Roadmaster, Union Pacific Railroad, Fremont, Nebraska Since I first saw the subject assigned Mr. Johnson, I have wondered why it was not reversed to read,--"Disregard of Rules--A Real Menace!" Perhaps they thought it' would not look well in the program of the Steam Railroad Section. Of course, no one here would care to admit that there was any such menace on his railroad, - but each of us could give advice to other reads on how to overcome such a condition. We must all approve Mr. Johnson's reverential attitude toward our Standard Rules. I have often repeated the statement of a veteran su perintendent,--"This Book of Rules is the crystallized experience of all those who have labored before us!" It may at times he lightly regarded by the rash or inexperienced novice, but his respect for it will increase as his service lengthens. But with all due veneration for these rules, it must be pointed out that in some instances they may be considered inadequate for present high speeds over long distances, increased density of traffic, and longer trains. There are some who do not think the rules at present insure a sufficient margin of safety. There may be some who feel that certain Rules are too restrictive to be observed literally. Managements may be too reluctant to propose a revision, or we may resort to the dubious practice of issuing "special instructions," modifying or altering the ac cepted application of certain rules. This offers a chance for uncertainty in the employees mind, and lessens his regard for the other rules. 1016 Fourteenth Safety Congress However, we know that for every instance of the rule, being inadequate, there are many more cases of the observance being inadequate. May I say just here that there is a deep rooted belief in the minds of many railroaders, that needs to be pried or blasted, out. Probably every man here has at some time repeated, this saying, with some belief in it. That is the old saw,--"It every man `on this d---d road started living up to the rules this morning, the whole works would be tied up before night, and not a wheel turning!" I've heard even safety directors make that wise crack! Do you think it is true? My friend, the railroad that will lead all other roads,in safety records in the future, will be the one whose management has th--e courage to de*clare, a>nd mean it,--"All right, if that's the case we'll tie her up, but these rules will be lived up tor' The Corollary to that is, be careful what hind of rules you lay deMnl I refer not only to the Standard Rules, but to the larger number of Safety rules and regulations laid down by individual roads and divi sions. And I refer, in these remarks, more particularly to train ana maintenance of way-men because they are the men with whom I am most intimate. -- With full commendation for Mr. Johnson's remarks on selection, training, lhental attitude, and physical condition of the employee, 1 venture the suggestion that there is another too frequent cause of acci dents and injuries not mentioned in the printed reports of disregarded rules. That is, too much pressure on the man. No despatcher, or train master, or superintendent wants his enginemen or trainmen involved in rule violation, yet the officer may have "razzed" the crew about poor time made, till the engineer takes a chance with the speed restrictions, or the conductor risks letting a hot. box run to the next stop. The track foreman having been criticised for stopping an important train, unnecessarily, mak take a chance on his flagging, next time, or, urged to get a job done next day "without fail," may run against traffic that morning, rather than wait for a standing train to move. Every officer, from the bottom up, has to be "sold" on rule observance and safety, himself, before it can be properly sold to the men. a. wise management will teach the local supervising officers always to accept "Safety First" as a legitimate excuse for poor performance, unless and until it can be proven to the man at fault, that it was only an "alibi"1 for indifference or incompetence. I believe as many rules are broken due to the driving desire ot the employee to satisfy his supervisor, as are broken due to his tonsils being infected or bis wife's failure to give him a goodnight kiss! There is, no doubt, a very definite relationship between physical health and mental alertness, but this is almost as dangerous a doctrine to be spread on a railroad as the theory of a murderer's temporary insanity! The surest way to secure a high standard of rule observance, is fre quent examination on the text of them, and everlasting check-up and sur prise tests on the observance of them, with reasonable but SURE dis cipline for infraction. Observance then becomes automatic, both from habit and from fear of punishment. If those two forces have been prop Steam Railroad Section 1017 erly directed, your man may be out on the end of a tri-weekly branch at "3 o'clock In the morning," with the rent unpaid and his corns hurting like sin, but he'll flag strictly according to Rule 99! Now, that exaggerated instance is not' the result of education, it is training. We use the- words interchangeably often, but at the risk of being criticized, I Want to stress training as distinguished from educa tion. We educate children. We train animals. Education implies the appeal to the reasoning faculty, the incentive to think.. One of our finest oosters carries that impressive command,--"Think!" Training implies teaching the subject to act from subconscious impulses, habitT or /ear, or desire for rcicard. I would not for a moment have you think the average railroader is a more dumb animal than a thinking man, but 1 want you to revolve In your own mind the possibilities of successful training, as suggested, compared with the appeal to reason. There's a lot in it. May I digress from my notes for a moment to use an illustration on discipline, offered in that fine talk by Mr. Aishton, a few moments ago. 1 was deeply impressed by the reference he made to the progress of scientists in isolating and successfully combatting the germs of epidemic diseases, and his admonition to us to attempt the same process with this bug of carelessness, which seems so prevalent in our country. Let us carry that illustration" further. The bug of carelessness, like the germ of some dread disease^ can never be entirely eradicated from tbe sys tem. Though the patient show no noticeable symptoms of illness, there will be an occasional eruption on the surface that proves the germ is still at work. Now the internal tonic treatment is absolutely necessary, to rebuild wasted tissue and tone up the system, in order to effect a cure. That "tonic," in. our case, is a compound of education and training. But an external antiseptic must also be applied, locally, whenever an erup tion appears on the surface, to prevent spreading to healthy tissues, or infection of other persons. That external antiseptic is discipline. It may be diluted, and should be. In proportion to the violence of the out break. We seldom use iodine full strength. But this iodine of discipline may well be applied to every outbreak of carelessness on your railroad system. -- Let me close with, this opinion, which another may pick to pieces,-- Habit is the greatest factor in the observance of rules, and is created more surely by relentless training and intelligent discipline, than by any other method. BENEFITS ACCRUING TO THE RAILROAD TRAINMEN DUE TO ORGANIZED SAFETY UPON THE AMERICAN RAILROADS W. G. Lee,-President, Brotherhood of Railroad Trainmen, Cleveland, Ohio Tt is so seldom that we are offered anything for nothing that when the railroad companies voluntarily expressed .their intent to save their men. 1018 Fourteenth Safety Congress we looked for the catch in the proposition, and, truth to tell, from our point of view it was not difficult to see. On very many of the railways our men especially were advised to obey their book of rules as they applied to car movement; they were advised to obey every word of every rule before moving a car, which they knew could not be done with rapid car movement. They naturally looked for the effects of the safety first propaganda in suits for injuries arising out of the service wherein it could be set up against them that they violated the rule of the company, which released the employer from all responsibility. We were fearful of the movement on this account and especially suspicious of the orders to inspect every appliance before moving a car. We knew it could not be done if our men were to hold their jobs, but time has worked out a better understanding of safety practices. It has been found that Safety First does not operate against recovery in damage cases and so after a few years of the operation of the plan, we are glad to give you the approval of 180,000 practical railway men by say ing that the safety movement has contributed its full share toward saving the lives and limbs of our train and yard men. I am baaing this statement on the year 1S93. in which we lost 23 of oar Biliihni C every thousand either through death or permanent and comparing that loss with the loss of 1924, of 12 menefeert Ct 4lC m9 thousand, or a difference of approximately 209 fa Cfattme paid Iker Brotherhood of Railroad Trainmen, which would mean Ml adfrdPHaW of almost three million dollars to our claim paymmht. if At ipm of 1924 maintained at this time. We attribute this saving in life and Ball and im provement of safety appliances, assisted by V&e iMOWBy BiiovwmiOHt, b&Cfe of which working together have coscrfbitai a safe place in which our net may wort, Of lSK WroiJE pm'far obstacles in the way of the safety moMtnwrm is of too many employes who seem to fed that oafitocy VMHM MQfMf to them. It seems strange that sometimes it is rtMWSy tMHeesuMry as MB a man an idea before he win take the ttmUi OMMiSMld and ap preciate it. We all know that you cannot do an iMn'iintL Hajfr.iumm by correspondence, you have to get your man peraoasafiy. St takes per sonal interest on the part :of some one and tcfulataace with the sub ject before noticeable results can be xwcared and in lnothing, worth while does this fact more forcefully appear than in having raflway employes understand the advantages, even the necessity for their assistance in carrying out the purposes of the safety movement. It seems incredible that men must be persuaded to look out for their own safety when they are assured that they will not be disciplined for delayed car movement when sucb delay is necessary for safety. Certain railroads at one-time, in order to enforce their safety work, disciplined men for violation of safety rule and those employes who were saved from themselves were most bitter in their resentment of this emphatic application of safety rule. I find, however, some reason * -'H: Steam Railroad Section 1019 for this attitude on the part of the men. There is still an impression among them that it is better for them to hit the ball and take a chance than play safe and hold up the job. I am satisfied that the reason for considerable of this is not the fault of you safety officers by any means, but because there are too many yard masters and foremen who haven't gotten over the notion that the only way to railroad is to rawhide. The sooner we get- over this notion, the better for all of us. We must all learn to accept the safety movement at its face value and believe it means what it says, namely, that men must not take chances, that they must exercise care as well as good railroad judgment in handling cars, that their lives and limbs are the first consideration and one of the greatest helps in this understanding will be to stop the constant fault finding and criticism of men with each other whenever delays necessary to safety hold up car movement. Decreases in Accident Toll Told by Savings In the days of the old link and pi&, ft wrf he a memetiEmg j&fce- when a man missed a coupling to aide hits Why fee- dPfUft Sie feet make ft. This is no longer a jotee. Owr fWfWPffis dfesar ffeac Efeeee are- alto gether too many train and yamf mam inffagTOie w*efe tuwir and who have to pay in suffering aaMt JuT"mufflCiTC VMMls# fttefr hurry. We thought two yesr* spn mi w% jKWfeg: ffpcymmia tfee list of the killed and injured pUBFl dWF dlhSfeMMMSafe P&mtHt* gave us considerable encowraptSfBMSgf ffe iwfwrno MWB- musty- *i"W that with improved safety sfuSimi^ SHC iMf -agaiiWPBawiBfeg of safety movement onr deaXfe am# mmmm jPBHir fee fee materially decreased each jnmuir. fggt #5** fe PUtMf Ifllfay awer Httfe bility rate of 30.8 per 1### eneamfeew^ jMj&'WUi Wg*- atewwusOeS# for by a fewer number of me** mwp>m'a'LrU~ MW III mil f*S *!* feULlULiUb de pression. We find a slight dmereaairt flfe feiewiB jasw. # dfeK iwspatieft in 1923, a slight reduction swr mmmm wmmamgF wear mm maermmm. over 1921, the figure for 2*2* efewurmr Ms* wv& *# * #*f mem bership we paid 12_5 mtmfeBTB,- #F 'MUidli TLfe mug* IMS* ffer Macks' or disability arising from ostsraf MM# MC 45# lite s In looking over the report of ouo of oar nary***? raflhwjiy gyorenm. I was surprised to note an inermw fe the puntMat fejery tsewte of our transportation employes for tide year mm nfitnot f5!SC. Tfee same report shows a decrease in mechanical mmA traffic deportments. The personal injury records of this railroad show that in 1521 there were 121 personal injury cases of transportation employes, while for that Same month in 1925 there were 140 cases. February showed a decrease of 90. while March showed an increase of 21 cases and April a decrease of one case. The increase in transportation accidents for 1924 may be attributed to several reasons, the greatest of which, I think is the long train with its increased tonnage, which unquestionably, in my opinion, inCrGflSftS thP nfz traf-n nmnlnwoo I"' *---* 4 *---------------* -- 1020 Fourteenth Safety Congress It is to be boped that there will be a. better showing in accident cases on this railroad for the balance of the year. I have not noticed the returns from the other railroads but each on" of you safety officials understand whether or not railroad employes are suffering accident and death in greater numbers as compared with other years. It is the first work of this department to reduce accidents and nothing can be more helpful in bringing about this situation than close cooperation of the official family of the safety movement and the men in transportation service. It is difficult to have the men under stand that car movement may be delayed in the interest of safety; they are not' used to it and it is the duty of all you men in charge of the safety movement on the several railway lines in this country to impress it upon the men that the safety movement is an honest movement and is supported by the railway companies who believe that it is far better to save a man and lose time than it is to try to save time and lose both the man and the time involved. Humanitarian Principle Being Appreciated by Railroad Men Back of the safety movement is the humanitarian principle of saving, life, limb and everything that is dependent upon them. The railroad men of the United States ^and Canada are among the best citizens of these two countries. You are fully aware of the requirements necessary to employment. Railroad employes in the transportation department particularly are men picked for their mental and physical fitness, and, as such, they deserve every consideration that, can be given them. I think one of the most pleasing compliments ever given employes was by the New York Central recently in a paid advertisement, in which it said of its 160,000 employes, "They constitute no unimportant part of the citizenship of the cities and towns served by this railroad system. Carefully chosen for their^ various duties, rigorously trained for posi tions of greater responsibility, imbued with a fine spirit of public service, these men of the New York Central, are good neighbors and useful citizens." I feel that there is not a railroad in this country that would not voice the statements made by the New York Central lines concerning its employes. These men and their employers have given the best transportation service in the world at the least possible cost to the passenger and the shipper and it is most fitting that the rail road companies do everything they possibly can to assist in preserving the life and limb of these employes, permitting them to remain, good, useful contributing members of society who will be able to give their full support to the upbuilding of the communities in which they live and encourage the progressiveness of citizenship generalljr. It may be of interest to you to know that the lodges of the Brother hood of Railroad Trainmen have a place in their proceedings for the consideration of safety subjects. It may also he of Interest for you to understand that our men are not given to useless faultfinding so far Steam Railroad Section 1021 . as the movement is concerned, bnt are inclined patiently to wait for its progressive development In the hope that eventually the greatest dangers existent to the service will disappear and with them the still excessively high death and total disability rate. Safety idea Difficult Xo Sell At First I am particularly glad to be with you today because- I feel that oui organization has done as much, perhaps more, than any of the others to create confidence and 'give support to the safety movement. During the railroad administration Mr. Hale came before the executive officers of the sixteen railroad organizations and presented the safety proposi tion. It was not received with any degree of interest by the trans portation organizations at least, and if 1 remember correctly, Mr. Hale made another effort to have them become interested and failed. About this time, I referred Mr. Hale's correspondence with me to the Editor of The Trainman and asked him to advise me what he thought there was in it. He advised that there was everything in it and that this organization at least should do whatever it could to further. the Safety movement. Without going into the details of the story, through Mr. Hale and the editor of our official publication, a meeting was arranged at Chicago, which was attended by a number of the safety representa tives, the conductors, firemen and ourselves, at which time, I am ad vised, there was an exchange of some rather plain talk, out of which came an understanding that the safety movement was supported by the officers of the railroads represented and with this understanding it was agreed by our organization that we could accept the movement at its face value. During the time when the railroads were under govern ment control, we had the assistance of Brother Adams as one of the directors of the safety movement, which was in charge of .our Brother Hiram W. Belnap, assisted by another brother of ours, A. F. Duffy. The splendid work performed by the government in carrying on safety work has not been forgotten, nor have the services of these three members of the Brotherhood of Railroad Trainmen, who contributed so much toward permanently placing safety on the railway map of America. It is good to see so many representatives of our American railroads in attendance. It is better to know that each one of you is doing everything he possibly can to save the lives and limbs of our train and engine employes, but above all, the very best thought that comes to me in considering the whole purpose of the safety movement Is the great humanitarian principle back of it that makes us all realize we are responsible to each--other for our mutual safety and that it is the concern of all of us to ^work together, to understand each other and to go forward with the safety movement with the sole purpose in mind, to reduce to a minimum the too high casualty record that still is a re proach to railway operation in this country, and in whatever you do rest assured you will have the full sympathy and support of the 180,000 members of the Brotherhood of Railroad Trainmen. 1022 Fourteenth Safety Congress DISCUSSION OF "BENEFITS ACCRUING TO THE RAIDROAD TRAINMEN DUE TO ORGANIZED SAFETY UPON THE AMERICAN RAILROADS" Isaiah Hale, The Atchison, Topeka & Santa Fe Railway, Topeka, Kans. One of the things written into the archives of Santa Fe Railway his tory is the fact that this fellow, "Bill" Lee, who for sixteen years has been the executive head of what I once referred, to as not only the largest but one of the most dignified, conservative and intelligently directed of all railroad labor organizations, saw his first railroad service as a cub brakeman on our railroad. It is told of Mr. Lee that once in our service when he kicked a draw-bar, an old timer with whom he was working said to him, "Say, kid, next time, shove it over with your head; use your head for something!" That was the turning point in his career; he has been using his head ever since. His Santa Fe service, however, ended rather abruptly one day, when, after a very short employment, he found more difficulty in satisfying the one boss he had at that time than evi dently he now finds in satisfying his 180,000 bosses within his own organ ization. I want you to know that out our way we are mighty proud of Bill Lee and frequently point to him as indicating the possibilities of Santa Fe service. ^ Mr. Lee's approach to this platform a few moments ago was fraught with a tenseness on our part comparable to a "general" or "4-11" alarm; there was a rightful expectancy that something unusual was about to happen, and the audible welcome given him was the "siren" that must have told other sections of this Congress in session nearby tbat history is being made in the Steam Railroad Section, in that for the first time, to my knowledge, the executive head of a labor organization has come into a Safety Congress, jtinafraid and unashamed to say that "above all, the very best thought that comes to him in considering the whole pur pose of the Safety movement is the great humanitarian principle back of it that must make us all realize we are responsible to each other for our mutual safety, that it is the concern of all of us to work together, to understand each other, and to go forward with the safety movement with the sole purpose iiL mind of reducing to a minimum the too high casualty record in this country, and that in whatever we do we may rest assured we will have the full sympathy and support of the 180,000 mem bers of the Brotherhood of Railroad Trainmen." Following the simile "of my "4-11" alarm, I feel very much like the puny whistle that subsequently blows a couple of toots to let it be known that "the fire is out." Mr. Lee's mention of my name recalls vividly those hectic occasions when, back in 1920, as very few of you knew or know, failing-to get from many of my fellow Safety Officers much sym pathy for my own firm conviction that the time had come when we not only might but should, go:to the Labor Organizations with a frank avowal of onr position and seek their interest and cooperation, than which xrc^uretiv ui |iirrr- snsBsaaassB /r ourieenzn /safety uongress Thursday Morning, October 1, 1925 The fourth session was called to order at nine-forty-five a. m. by Chair man Hill. Chaikmax Hili.: I want to ask Mr. Robert Scott to make an an nouncement. Mr. Scott: J. C. Clark, who formerly had charge of the safety work on the Oregon Sort Line, Is with us today. Mr. J. C. Ccakk: It is always a pleasure to get back in a gang of rail road men. especially the Steam Railroad Section of the National Safety Council. I certainly appreciate being here and seeing so many of the old guard here. I hope to be able to meet with you often. Cha rmax Hux: We have with us this morning Mr. Marcus A. Dow, Executive Secretary of the Safety Bureau of the Police Department of New York City. REMARKS BY MARCUS A. DOW, PAST PRESIDENT, N. S. C. Mb. Dow: I had the distinction, I believe, of being the first chairman of the Steam Railroad Section of the National Safety Council, and when I look back over the years to that first meeting where about a dozen or fifteen men, including our friend Clark, sat around the table in the Hotel La Salle in Chicago, I think we little realized that in a few years the Steam Railroad Section would have difficulty in finding a hotel room big enough to accommodate those who would attend these meetings. It is not the so-called big things which go to make up this accident toll; it is not the speed maniac who is the most prolific cause of acci dents upon our streets and highways today. The man who is driving his car at a speed of only eighteen miles an hour, yet runs down and crushes out the life of a child playing in the street simply because before he left his home that morning he did not take the time or the thought fulness to test his brakes and see that they were in proper working condition- before he took that car out on the street is just as much to blame for that child's life^as though be bad been running at a speed of sixty miles an hour. The brute of a parent who will pick up a club and beat out a child's life is a fiend, an arch criminal.' Fortunately such criminals are rare. But the parents who send their children into the motor traveled streets and highways today without proper instruction as to the precautions that should be taken by the child are only too numerous to mention. The pedestrian who would leap -off a bridge and take a spectacular plunge into eternity is called a suicide, but the one who wanders aim lessly out in front of an oncoming automobile without looking where he is going is only a jay. Last year in the city of New York, 570 pedestrians were struck and killed while crossing streets, and out of that- number only 240 of them were struck by the automobile that killed them while crossing streets at the proper crossing place. Seventy-five per cent of the fatalities to Steam, Railroad Section 1025 those pedestrians occurred not on a crossing where the great majority of people do cross, but in the middle of the block where they stepped out from behind parked cars where their view was obstructed or obscured. In our public safety work, just as in your railroad safety work, the principle is the same. We .find that we must analyze the causes of accidents, that we must determine the causes and then carry on an intelligent, constructivet^mpaign of education, pointing out to the great mass of the people those things which they do which contribute to the great sacrifice of life in our cities and in the states today. Now, my friends, I look forward to the.future of safety work with a great deal of optimism. Last year in the city of New York, despite an increase of 60,000 motor vehicles. registered in the city, we had a flat decrease of thirty death biases. But' of all the magnificent achievements of our police lieutenants engagedrin this work down there, to my mind there is nothing more significant, nothing more beautiful, nothing more compelling in its appeal to the human heart than the fact that organized and persistent safety work in the public schools of the city of New York in the last two years has resulted in the saving of 105 children's lives. Those lives have been saved to live, to grow, to mature, and to serve their fellowmen and their country as it was intended they should be saved and serve. - _ I leave you with this encouragement, that there is a great future for safety work, and although we have had our troubles and our discourage ments and our failures, let us look up and see the rainbow smile, for today that is the only tie worth while, and let ns make every day the best possible day for safety by our united and individual efforts. (Ap plause.) Mr. Him.: We have with us this morning, James B. Dugan, Secretary of the Public Utilities Commission of the State of Ohio. REMARKS BY JAMES B. DUGAN OF OHIO COMMISSION Mr. Dugax: Some thirteen or fourteen years ago when I was in charge of the Public Utilities Department of the Railroad Commission, my work brought me out in the yard's and in contact with the men. I said to our commission at that time that I approved of the safety first work and I thought we ought to get behind it. I suggested a conference with the railroads of the state, and we had that conference lasting for two days, resulting in a great deal of good being done. At that time I recall making frequent inspections in the railroad yards and getting reports from our inspectors. We found that a great many of the acci dents were due to the yards being littered up with broken drawbars, grain doors, car doors, which caused a great many accidents. At that conference it was suggested that the railroad engineers of the different railroads in Ohio get together and make un a eIern<o +--* -- JIViUU jc uxirwentn oa/eiy xjongress could- enforce in making safer conditions in the .yard and safer condi tions around switch tracks switching in the industrials in the state. That rule was promulgated and became known as Administrative Order No. 9 of the Public Utilities Commission in Ohio. It gives us great powers in removing dangerous obstructions near switching tracks. I recall visiting a tie yard in the southern part of the state where a complaint had been filed with our department after a brakeman had lost his legs on account of ties being piled too near the tracks. He was riding on the front end of the engine and was knocked' off. My investigation developed that there were some six or seven hundred thousand ties piled around that yard, all too close to the track. I served an order upon the operators of that tie yard and gave them ten days to remove the ties, making it safe for the railroad men to work around. * At the same time I notified the existing railroads switching in and out of those yards that if those ties were not removed within the ten days set they should notify us and we would take drastic action. At the end of ten days I was notified, and again I visited the yard and served an administrative order upon the owner of the yard that he could have no more switching in or out ot the yard until the ties were removed. The same order was served upon the railroads, which meant if they violated the order they were subject to a penalty imposed by the courts of Ohio. As a result the owner of that yard not only bad to tie .up his yard on account of the existing equipment that was in his yard to be loaded out with ties, but it cost him several hundred dollars in car service and the loss of his business during^! hat time. I am calling your attention to this to show you that we are working in cooperation with the railroads of the state In removing any hazardous conditions that might exist throughout the state. I might say to you that I sometimes feel embarassed in appearing before a meeting like this.- At the present time everybody is being regulated. It is regulation this and regulation that, and your own home Is not exempt from it; you?" home is no more your castle. I sometimes feel that the officers who have the enforcement of these laws are looked upon more or less as pests, and for that reason sometimes I feel as I look in your faces that you are thinking, "Well, there is one of those pests that's bothering us," but I am sure if you men who know the work of our commission would stop and think, you would realize that we are not pests, because I feel we are doing a real service to tbe railroads. The men who have these laws to enforce did not make the laws. The legislature made them and imposed a duty upon certain men to enforce them, and I am sure if all laws are enforced, sooner or later all the bad laws will be repealed. If our legislators and congressmen would quit making laws and do nothing else but repeal laws for a while, I think they would accomplish a great deal more than they have been doing the last five or ten years. We are sort of a clearing house for complaints from the public and from the employees, and we also get complaints sometimes from the Steam Railroad Section 1027 officials. All state commissions that function as we do are clearing houses. I recall a derailment of a passenger train some several years ago in our state where a whole train was derailed. Immediately the engineer got to the newspapers and gave great publicity to the fact that derail ment was caused by a bad condition of track. The newspaper publicity resulted in our department making an inspection of that -track, and I want to say to you when we make an inspection of a track in Ohio we make a real inspection; it is inspected on loot. We walk every inch of the track and know the conditions. In this particular case, one of the inspectors and I walked every foot of that track for twenty-five miles, and our report was accepted by the public. We found that it was not due to the condition of the track. The track was in splendid condition. The public took our views instead of the views of the engineer, resulting in a favorable attitude to the railroad. I recall another inspection of a railroad where we found that the railroad was using cedar ties, and the constant vibration of the trains over that track was lifting the spikes out of the soft wood. In checking up their train schedules we found the trains were scheduled over that track at fifty miles an hour. We felt that was a very unsafe condition. When we found out that condition, we placed a slow order on that rail road, not to exceed thirty miles an hour. Immediately the officials came in and said, "Yon have wronged us; that track is good for seventy-five miles an hour." I said to the general manager, "If you feel that way about it, we will cause an investigation of your track and we will see just what the conditions are." He said, "Well, we would like to have it." I said, "All right, we will start tomorrow." We started and walked 110 miles of that track. He followed us in a special train, and when we got through he said to me, "Mr. Dugan, I want to thank you for this inspection. You have opened my eyes. I have ridden over this piece of track sitting on the rear end, and I couldn't see the conditions as you have seen them. I have no further complaint to make. We will follow yoilr recommendations." We had another accident reported due to the track conditions. We told them we had just made an inspection and found'the track conditions were bad. They said that could not be right, that their tracks were In good condition. We said that inspection had just been made the last spring, but they took exception to it, and we said we would Inspect it again. They wanted to go along with us and see for themselves, so we walked forty-five miles over that track with them, and when we got through they acknowledged we were right and they were wrong. You see, we have been of service to you. We want to work with you in this safety movement. As Mr. Hill has explained to you, we had a very successful safety first conference in Columbus, resulting In an organization known as th n>iin rrtn-v.^------J- "---------' 1028 Fourteenth Safety Congress Prevention Association. We bad mapped out .a program for the legis lature. We bad drawn up an absolute stop law on all grade crossings to be designate by tbe commission. We had presented a law to tbe legis lature removing billboards and all obstructions on our highway cross ings, but some unseen influence that had more effect with the legislature than we had threw a monkey-wrench into our program, and we withdrew tbe laws rather than have makeshift laws. We are waiting now for the next session of the legislature. I am absolutely in favor of an absolute stop law. We had a very serious accident in Columbus within the city limits about a year ago in which a little Ford coupe derailed a passenger train, killing several people. For that reason I a'm very much in favor of compelling the auto mobile driver to stop, look and listen before he proceeds. The law that we had introduced was drawn up by the railroads. Mr. Cott, your effi cient secretary, was more familiar with it than anybody else, and. we felt we had a real law. We felt while it was not all we would have liked to have, it provided that our commission should designate the absolute stop crossings and the State Highway Department would erect the signs, relieving the railroads of that duty. It provided a penalty for the first offense of $25, and for the. second offense a penalty 'removing the driver's license. It appears to me that we are going to have to do something like that. You men have made wonderful strides and wonderful progress on the railroads. The accidents now are-coming from the automobiles. In fifteen years tbe automobile accidents have increased about twenty-five or thirty per cent in Ohio, and while I am sympathetic, I have very little sympathy with a man who would deliberately drive up on a railroad crossing when the views are perfect, and get hit. My sympathy goes out to the engineer, the fireman, and the men riding in the engine, or the passengers on the train who are liable to meet their death due to the carelessness of somebody driving a car. I want you to know that we want to work with you, and we will willingly and gladly accept, any suggestions that you have to make to us to better the conditions in Ohio. SAFETY IN THE MAINTENANCE OF WAY AND STRUCTURES DEPARTMENT Charles Ettingery Illinois Central Railroad, Chicago, III. As nearly all of you gentlemen know, the Illinois Central Railroad is very busy in all outside departments to give the Chicago public, espe cially on the South Side, ^electrified railway service (suburban for the present) by July, next year. To accomplish this, requires constant and diligent action in each and every general and subdepartment during the present working season, which we hope will not be shortened by an early arrival of winter weather. A Vgy-7 * Steam, Railroad Section 103-9 We have, at the present time. In the different sections of the Maintenance of Way and Structure Departments on the Chicago Terminal about 2,500 trackmen, 500 bridge and building men, 250 signalmen and electricians, totaling 3,250 men distributed on 30 miles of 6--12 track main line railroad. To this number of employees hired directly by the railroad, we can add 2,500 more men who are hired by various con tractors--all working on different structures needed to complete the electrification program. I presume everyone is by now convinced that we have plenty of room for safety work and everything else in connection therewith. The entire terminal force has instructions to strain every point in the safety first direction, which is being done, thus enabling us to maintain a fairly low percentage of accidents in the Maintenance of Way and Structure Departments on these busy terminals, considering all conditions. One of the hardest problems to solve is the teaching of the safety first gospel to the employees working for the different contractors, as they are mostly men who have come from outside jobs and are not familiar with railroad work, and, therefore, are very hard to convince that their actions create hazards for other employees, as well as for the public. First in line with the greatest number of accidents are the trainmen, due to the fact that railroad track work is getting less attractive to men from year to year, which makes the labor turnover in that department very rapid and the personnel ever-changing, leaving no choice to select intelligent and careful Jhen, and thus bringing about more frequent injuries than would he the case under more favorable circumstances. Our injuries per month range from one-half of 1 per cent to 1% per cent per 100 men. The -greater portion of them are the usual minor occurrences, such as injuries to eyes from flying cinders, ballast, etc.; from flying pieces on account of defective tools or on account of im properly or poorly set spikes, etc. Injuries to toes and hands on account of dropping ties, rails, etc., also happen quite often in the track depart ment. Flying rivets or pieces thereof, when cutting or backing out rivets on steel structures; nails or spikes flying back when struck, which are not properly set (especially true when cement or resin coated nails are used): injuries caused by wooden slivers; pinching of fingers; dropping material on toes, falling off scaffolds or ladders, etc., occur in the B. & B. Department. Injuries occurring in the Maintenance of Way and Structure Departments divide about 85 per cent in the Track and 15 per cent in the B. & S7 Departments. We have very few motor car accidents on the Chicago Terminal, a fact which we are glad to mention, but dare not claim special credit for, as that is really a silver lining in the cloud. Owing to the large number of main tracks on the right of way, our sections are short and hug one another closely, our work trains at present high in number, so that men and material can be moved easily and quickly, and our suburban, trains run so frequently that rapid travel fq *1 I tea TTC O -- --1--- -- - *-- " 1030 Fourteenth Safety Congress few are, therefore, operated, which is one reason for our good showing In motor car accidents. Considering the complicated conditions, as explained, we are also fortunate in regard to fatal accidents, having two on record so far this year.' Up to August 31st, this year, we had 296 injuries in our depart ments--265 in the Track and 31 in the B. & B. Departments, with a low average loss in time. This number includes all (not only reportable ones) from a scratched finger to a fatality. In order to keep the safety first problem before everyone, with a view of keeping accidents at the lowest minimum under our trying conditions, we hold monthly safety meetings in the different sub-departments, where all previous accidents are discussed pro and con, laying stress on the prevention of future reoccurrences of such accidents, receiving reports of all hazardous conditions which were noticed by anyone, and outlining immediate corrective action on such reports to prevent injuries, etc. Visitors are invited to sit in on all these meetings. After each accident of any consequence, the supervisor in whose department the injury occurrs makes a thorough personal investigation of the case, handles the matter with all concerned and affected and points out to the employees all the weak spots discovered during the investigation, with a view of regulating future action and^eliminating other damages. We also have a safety inspector, who is continually on the lookout for bad practices or conditions, is thoroughly familiar with the handling of all routine work on the terminals, and who at once handles all matters needing correction _or other necessary action first-hand with " the proper party, thus eliminating injuries that otherwise might happen. All accidents as reported are tabulated in the roadmaster's office and charged up to the individual foreman and supervisor under whose juris diction the injured party is: employed. Copies of these statements are sent to each foreman, supervisor, inspector and engineer monthly and on arrival of the lists the different cases are again discussed in the field, especially among the foremen, who usually strive to reduce their quota to get to the top with the lowest number of injuries. This we found to be a good practice, as discussion of such matters cause men to think and awakens them to practice continuous alertness and vigilance, which are the two prime essentials leading to Safety First success. We take every opportunity to encourage employees to discuss and prac tice safety matters; have even thought about offering prizes for valuable ideas on safety first suggestions or devices, so that accidents will ulti mately be eliminated or prevented, -working on the theory "An ounce of prevention is worth a pound of cure/' % SAFETY--MAINTENANCE OF MACHINERY AND MECHANI CAL EQUIPMENT-- LOCOMOTIVE DEPARTMENT J. F. Smith, Missouri-Kansas-Texas Railroad Company, Dallas, Texas. While comparatively few of the personal injuries in our locomotive department are caused from improperly maintained equipment, it is safe Steam Railroad Section 1031 to say that many would occur, if the equipment were not properly main tained. As oar subject covers maintenance of equipment only, we will not go into the proper installation. However, installation has a great deal to do with maintenance, but we take it that the equipment has been in stalled with proper thought given to safety. Maintenance of equipment is easy if the highest authority in the shop wanta it maintained and lets everyone know that it must be. To properly maintain equipment, it must be inspected at every op portunity; t least once each day by the operator--also by an experi enced mechanic who is assigned to such work, and repairs made im mediately by a man who knows what he is doing. No make-shifts and "that will do for the present" method should be used. In our large plants, we are having very little trouble with the maintenance of equip ment, but in our smaller plants, where everyone uses the machine, and where it is "everybody's business" to maintain them, is where we have most of our trouble. The safety field men should, in our opinion, give special attention to inspecting the mechanical equipment at the smaller shops and roundhouses. In maintaining machinery and mechanical equipment, we suggest that consideration be given the parts of the machine, or the equipment used in connection with machinery, in the order named: Guards especially guards over gears), railings and screens, in order to make the machine as nearly fool proof as possible, or to at least furnish the maximum protection guards and such will furnish. Have it understood that no excuse will be accepted for not properly maintaining guards, etc. Main tain machines so that there will be no loose or worn parts. Always use safety set screws and other approved devices in the maintenance of ma chinery. Maintain belts and other transmission apparatus, and gear shift properly protected, and the starting device located so as the opera tor will be exposed in no way and so that the machinery may be stopped or shifted readily. Keep machinery clean. Defects are more readily located and maintenance easier. ' I will mention a few of the machines that have given us more or less trouble and that have caused personal injury, that proper maintenance would possibly have prevented: Calls Abrasive Wheels Most Dangerous Equipment Grinding, or abrasive wheels are our most dangerous equipment. Not so many injuries occur in the operation of these machines as occur from operating others. However, the nature of the injuries is more serious. This equipment should be maintained as outlined in "Safety Code for the Use, Care and Protection of Abrasive Wheels," published by the Grinding Wheel Manufacturers Association and distributed free by manu facturers of standard grinding wheels in the United States and Canada. I will mention a few of the many good suggestions concerning main tenance as most of the rules in this code come under the head of in 1032 Fourteenth Safety Congress stallation. We, of course, will not discuss this feature, but it would be well to study this code and see that our wheels are installed as outlined by it. Protection hood should be properly maintained over all machines where the nature of the work to be done will permit and kept in proper alignment with the wheels. The exposure of the wheel should be as small as the nature of the work to be done will permit, so as to provide all possible protection to the worker. Work rests should. be kept ad justed close to the wheel with the maximum distance of one-eighth inch --this will prevent work from being caught between the rest and the wheel. By all means, securely clamp the tool rest after each adjust ment. Flanges of proper size and design should be maintained on all wheels. The flanges must be of the same diameter and should conform to the standard and applied as outlined in the Code. Wheel surfaces should be maintained free froro^iny foreign matter. Proper speed should be maintained, and frequent tests should be made to determine the speed. When new wheels are applied, they should be run at full operat ing speed for at least one minute before applying, the work, during which time the operator should stand to one side and not allow others to go in front of the wheel, (in. Tact, it is not safe practice to stand in front of a wheel at any time while it is running). Proper balance should be maintained. Wheels out of balance, or out or round, from any cause, should be turned or dressed--if they cannot be turned or dressed to bal ance properly, they should be taken from Ibe machine. I am repeating here one of the suggestions in regard to starting device. ' We think it is very important to have the device to one side so that the operator will not stand in fx-ont of the machine while it is starting. Urges That Safety Chucks Be Maintained On Lathes Maintain safety chucks on lathes. A full length cover on planer beds. This is to keep men from attempting to get tools, etc., from bed while planer is' running. Maintain clamps or "dogs" sufficient in number and in good condition on drill presses and boring machines so that any work done on either machine can be properly clamped or fastened. Maintain safety chucks on all bolt machines. Railings should be maintained all around crank planer so that the segments of the crank will not strike passers-by. Steam hammers should have dies faced often and he kept in as near perfect condition as possible as a misplaced blow, or an un even die, may break the ^piston and cause a death or serious injury. Special attention should be given packing in steam hammers and the piping, valves, etc., should be properly maintained so there will be no steam or hot water leaksTb burn or scald the operators. Cranes and other lifting equipment should be maintained as nearly perfect as possible, as it will not pay to take chances in improper main tenance. Rigid inspection and prompt repairs is all that we can recom mend (the maintenance does not enter into personal injuries on cranes as much as the operation of cranes). To maintain chains in safe condi- Steam Railroad Section 103 tion, they must be annealed often. The recommended practice for chain used regularly is to anneal them once each week. Where practicable wire cable should be used to take the place of chains. We find thei more easily maintained. In the maintenance of portable machines, electric or air, attentio should be given connections. See that all wires are properly insulatednot altogether from a hazard of electric shock, but when a man receive a slight shock, he is likely to jump into machinery or fall from a sea fold. Leaky air hose makes a tool or machine run irregularly and i therefore hazardous. Maintain "trigger'' or starting device, and guar in perfect condition. Maintain the equipment for sanding locomotives in good condition s as to waste no sand on running boards or jackets to blow in the eye of enginemen or others. Maintain equipment for fueling engines in sue manner that just enough fuel may be placed on the tender. Overloade coal tenders have been the cause of many serious injuries, and leak oil pipes cause slipping hazard on tender. The maintenance of turntables, transfer tables, cinder pit machinery and other mechanically operated equipment might properly be brougt under the head of this subject, but in our opinion it would make to much to cover in one discussion. After all it is just a matter of prope inspection and action anyway. The trouble is, we don't get all done tha we and the supervisory forces know should be done, and it is our jo to see that the equipment is properly maintained. SAFETY IN THE MAINTENANCE OF EQUIPMENT --CAR DEPARTMENT Z. B. Claypool, St. Louis-San Francisco Railway Co., St. Louis, Mo. Maintenance of equipment in the car department on the lines whic the speaker represents is done with labor on a piece work basis. Mail tenance of equipment in the locomotive department is. done with labc on an hour rate basis. It takes less supervision in the car departmer to secure quantity production but more supervision to secure qualit production with safety to the employee. The reasons are obvious. The hazards and working conditions in the car department of th various railroads are no doubt similar and the greatest interest will b developed by reciting actual experiences of the current year, that hav caused trouble and the success or failure in treating same. The predom nant inclination is to tell nothing but the good and the success whic has been attained on your railroad, when the bad and the unsolved prol lems would be more instructive and entertaining. Perhaps at som future time, a contest can be arranged to see who best can say th nicest things about the railroad he represents here. Comparing the injuries to employes in the mechanical department a a whole for the eight month period this year with the same period las vpar fho Frisrn lino rfdnrprl tlio falnliHps fill nm- i>ont sanH tho In inri<= 1034 Fourteenth Safety Congress 12.1 per cent. The locomotive department, considered by itself, shows a reduction in injuries of 19.1 per cent for the . period. In face of a general reduction of injuries to employes in our Shops, this year over last year, the steel car repairers made an increase in the total injuries recorded due to a much heavier car rebuilding program this year over last year. ' Here is an account of what has given us most concern during 1925 in the car department and what we have done or are trying to do to better the conditions. A study of the accident frequency of the past disclosed that defective hand tools produced a great number of injuries to employees and a crusade to eliminate defective hand tools was started. We had been using the customary and well known methods of educating the employees, by posting illustrated bulletins, reaching them through fellowworkmen, safety committeemen, putting it up to the Supervision, disciplining employees, and making spasmodic inspections for- defective tools, all of which methods have tlieir place in the curriculum of accident prevention. Added to this, here is what brought final and lasting results in eliminating accidents caused by defective hand tools. Once each week at every shop on our line, a joint inspection of hand tools is made in both departments'by a locomotive shopman and a ear department shop man. The defective tools found are removed from service at the time of the inspection. Two of our Divisions have gone so far as to make the employee sign up for defective tools found in his possession. As conditions became better from week to week, the inspectors became more technical and the standard jras raised. What is considered a bad order tool today was a pretty good tool six montbs ago. No discipline is ap plied for what this speciaL committee reports, but a similar condition found by a foreman calls for discipline. Ten days' suspension from work for first offense is the usual sentence. Discipline applied in this manner usually has a very wholesome effect. The safety department does not adminster or recommend discipline, for violations observed by a committeeman. Our shop safety committeemen have the power to stop any operation in -the shop they deem unsafe until the arrival of the foreman in that department. The foreman will then make final decision. We got quicker and better response from the hourly rate workers in the locomotive; department than we did from the piece workers in the car department and therefore decided upon the joint inspection program. The jcar man goes with the locomotive shopman through the locomotive shops. Both men are benefited by this joint inspection and one often points out the hazards in a foreign department not seen by the employee belonging in that department, for be has grown so' accustomed to it the danger is not so readily apparent. Eye Accidents While we have reduced_ our eye injuries we have a long ways to travel to get to where we x>ught to be in eye protection. This is what we have accomplished thus far this year: Steam Railroad Section 1035 1st. Changed standards on type of goggles used. 2nd. Furnished shopmen individual goggles. 3rd. Made each ejnployee responsible for the safekeeping of his goggles. ' 4th. Enumerated the operation during which goggles should be worn. 5th. Now furnishing prescription goggles to. employes with impaired vision. What we have failed to accomplish is to protect the employee's eyes, whose work does not require goggles to be worn, but who gets injured by flying particles from some job adjacent to him. To do this will require that all employees wear goggles all the time during working hours. We do not have such a rule at this time. Such a rule would only make you ridiculous unless you are prepared to enforce it. The heights of perfection are not attained by sudden flight so we are hoping to eventually arrive. Pneumatic Hammers The injuries in the car department from use of pneumatic hammers has given us some concern. We have both inside and outside throttle lever handle pneumatic hammers. A. piece worker is not going to walk to the end of a 50-ft. air hose line to shut off the air at the hose con nection. We are attempting to teach the employee to remove the snap and plunger from the^pneumatic hammer before laying it down, then when someone jerks the hose line for any reason, the snap and plunger will not shoot wild when the hammer is dragged across the floor and the throttle lever is moved by coming into contact with something. We .had one carman, bucking rivets, sustain a fractured jaw bone and lose several teeth when his partner, operating the pneumatic hammer, took the hammer off the first rivet driven with the throttle lever not com pletely closed. Investigation after the accident revealed a small burr in the clot through , which the throttle lever slides. This kept the throttle from going to complete closed position. This pneumatic hammer had just been drawn from the tool room for this job and either was put out in defective conditioner was hit by something to produce this burr in the throttle lever Islot before the job was started. This accident caused the renewal of two safety practices lost sight of sometime be tween the time the instructions were issued months ago and the time the accident occurred ^recently, viz., the tool room man will make run ning test on block of-wood with pneumatic hammer before it is put out of tool room for service and the employee using the hammer to do the same before he starts driving rivets. Air Motors The exposed set screws on air motors have been eliminated, conse quently the accidents from this source. Nail Punctures Injuries from this source have concerned us to the extent that a ban has been placed on tennis shoes and thin soled shoes in our car shops. 1036 Fourteenth Safety Congress Yes, we have labor gangs cleaning up on the tear down track the same as other well governed railroads. Ladders and Scaffolding The injuries in Car Department, this source, are conspicious this year by their absence. Ladders and scafford boards are inspected weekly by the special joint committees^ of the Locomotive and Car Department employees. . Blue Flag We have no injuries this year from violation of the Blue Flag Rule, as compared to a very regrettable record last year of two fatalities from this source. Following these fatalities of last year, the Superintendent of Motive Power made each car foreman personally responsible for viola tion of the blue flag rule by men under his jurisdiction, with the under standing that any car foreman would be disciplined when he had a man injured violating the Blue Flag ' Rule. This seemed like extremely drastic action, but it produced results. Every foreman personally checked his men on their practice of using blue flag protection and those men who would not line up were dismissed from service. The other personal injuries in the car department this year may be best described as those resulting from a lack of team work or from an employee trying to save a minute's time by taking a short cut which did not take him to where he wanted to go. In conclusion, here are some of the things that we are doing in our shops this year which we did not do before and our results so far tell us to carry on along these lines: 1st. Our records of personal injuries for statistical data and com parative statements include all minor and non-lost time accidents, stress ing the accident frequency more and the severity less. 2nd. Every personal injury, including the non-lost time ones, is formally investigated by the foreman in charge where accident occurred. The cause is determined, responsibility placed, and action taken is shown on the final write-up to the superintendent of motive power in much the same manner of closing out an engine failure case. All accidents are then, discussed at the next regular monthly safety meeting, the injured employees are there as invited guests, to be shown, in a courteous man ner, just what we are trying to accomplish in accident prevention. 3rd. We have discontinued trying to sell the accident prevention idea on a humanitarian basis, and are selling safety as a good business prop osition to the employee, just as a' super salesman on the commercial field sells his wares. You must prove your honesty and sincerity of purpose with the men in the overalls. A burst of "Paid to produce senti mentality" is easily recognized and produces skepticism. If you have the confidence of the men they will go along with you on any safety proposition, provided their boss is already sold on it, otherwise you are wasting time on the rank and file. 4th. The term "safety first" is a misnomer on our railroad, just as .EESMI. aw. Steam Railroad Section ' . 1037 it Is on yours. Safety is not and should, not be first in Industry. We are placing honesty and integrity 'before safety. We are beginning to substitute the term, "accident prevention" for the term- "safety first/' Would it not seem well to call this meeting the railroad section of the "National Accident ^Prevention Congress?" What if the American Marines in their first battle of the World War, when ordered to retreat, would have obeyed and said, "safety first" instead of that history making reply, "Hell! We didn't come over here to go back." 5th. We are making a monthly statement of all personal injuries to employees, classified as to .occupations and locations by .divisions.- or terminals where injuries occurred. This information .is- .available by about the 5th of the month for the preceding month and'reflects:-the weak spots for attention of accident prevention activities..; t : .- 6th. We are inaugurating a new statement, w-hiph. will reflect the hazards reported in the interest of accident prevention, divided as be tween unsafe physical conditions and unsafe practices ,and showing -the divisions and terminals from where the hazards were, reported. We wish to establish the exact correlation between hazards reported and accidents reported. The type of hazard reported' is in. inverse ratio to that one causing the majority of accidents and we wish to get this before the employees in an intelligent and impressive manner. 90 per cent of our accidents are caused by unsafe practices, while 90 per cent of the hazards reported are unsafe physicial .conditions. It is hoped to educate the employees to not say less about unsafe physical conditions but to observe more the unsafe practices. SAFETY IN TRANSPORTATION ON THE ROAD J. T. Pratt, Philadelphia A Reading Railroad, Reading, Pa. Safety- on the road depends greatly on the human factor. Many of our greatest accidents causing loss of life and injury occur when some indi vidual fails. Many times the first failure is slight, but another and another failure follow; with disastrous results later. A ear inspector may fail to note a small defect, a trainman overlook it, and disaster follows. A receiving clerk may fail to observe a package, waybill clerk neglect to check it, and the commodity may be loaded and moved without protection, and. train crews unknowingly be injured and it may cause other deaths or injuries. Records from 1907 to 1924 show 106 deaths and 353 injuries due to accidents in the- transportation of explosives. From 1910 to 1924, other dangerous articles have killed 155 and injured' 1,355. Of these, gasoline killed 133 and Injured 774. There have been wonderful strides made in the prevention of deaths and injuries in the past few years. There have been six years in which no person was killed by explosives while in transportation. With gasoline, every three years there have been serious disasters, but, prob ably due to the intense lecture work of the Bureau of Explosives, there was a reduction in the killed and injured in 1924, resulting in hut five 1038 Fourteenth Safety Congress deaths and sixteen injured, which was automatically the third year, and which was looked upon as the year for disaster. Sulphuric acid injured twelve, compressed acetylene gas killed one and injured thirteen ex plosives killed one and injured three. This is one of the best arguments that with the same supervision, other accidents and injuries can be prevented. There are employees on most of the larger railroads, in addition to Bureau of Explosives inspectors, who supervise and instruct others in the safe handling of explosives and other dangerous articles, and require employees to use care. With the same interest, we should prevent many other injuries. Negligence of employees caused 451 accidents in the last six years, defective containers and improper loading caused 2.57S accidents in handling explosives and other dangerous articles. Improper handling of a supposedly empty carboy may cause a serious injury, but the failure of the. receiving clerk to know that the carboy is not thoroughly drained, may be the first cause of the. party being injured later by improper handling. Where only a few carboys of acid are handled, and carboy trucks are not provided, men should carry them b> using two pieces of lumber or sticks, and catch them under the cleats alongside of carboy box. This will permit the men to be a sufficient distance away and should anTaccident occur there is less likelihood of a serious injury; whereas, if they have them tilted on a two-wheeled truck, with one man holding the carboy, someone will likely get splashed and burned should the carboy break, and that is the cause of many injuries. The slipping of the bridgeTTbetween a car and the freight house plat form also causes many injuries. At one transfer I found an agent had holes drilled in the corner of a plate iron bridge and a heavy, short spike was driven through the plate into the car floor. In this manner he saved his platform and there were no cleats for truck wheel to strike. When lifting up the iron plate it pulled the short spike out and in many cases the spike could be used again. We found that the steel plate with a bend at one end about six inches from the edge, causes them to hold and grip better and when car floor and platform are nearly level, nails and cleats are not necessary. Many injuries occur in loading .of trucks, men pinch fingers, drop material on the feet or strain" themselves. All are caused by thoughtless ness or failure to properly supervise. Improper stowing of freight in cars may cause trainmen or warehousemen to be injured when part o the freight is removed, by some heavy piece falling on them. Likewise, the piling and storing of materials in warehouses should be given careful consideration. ------- The dropping of objects or unloading of material too close to tracks or station platforms, where some person is apt to fall over them, should be discouraged. ^ Protruding nails, wire or metal bands cause injuries to the hands, and care is needed to prevent them. Steam Railroad Section 103! Thoughtless kicking of couplers, stepping from one track to anothe without looking in both directions first, cause many injuries and deaths Too great stress cannot be emphasized in the instructions in safety t the new employee. Throughout the length and breadth of this land the gospel of safet; is being urged with ringing intensity by all railroads. The reason fo this tremendous activity is twofold, the most important factor is' th< effort to preserve life, the other to alleviate the sufferings of both tb employee and .his family, and save, year by year, the increasing thousand of men who have been sacrificed because of poor working conditions, tb disregard of ordinary precautions, and the absence of proper traininj and education. Safety has always been of the first importance in the performance o duty. SAFETY IN THE TRANSPORTATION DEPARTMENTIN THE YARD O. F. Gnadinger, Elgin, Joliet & Eastern Railway, Joliet, III. This subject, "Safety in the Transportation Department--In th> Yard," is so general and so comprehensive, that it is difficult to detei mine just how to approach it. The yard is the heart of the railroad and the character of the work carried on therein, and the condition under which it is done, creates hundreds of potential hazards, most o which, despite our very best efforts, are constantly before us. So numex ous are these causes and probable causes that a discussion of all o them would require a great deal more time than we have at our disposal so that before turning this subject over to you for consideration. I - wil attempt to touch only upon a few of those causes which are the mor common and which, to .me, seem the more important, based upon the casualty experience of the railroad that I represent. From the statistics of the Interstate Commerce Commission we lean that approximately 40 per cent of the fatal and non-fatal train and trail service accidents on the railroads of thfs country occur in yard switch fng. and upon our road I would say that fully 95 per cent of such acd dents occur to employees engaged in that class of work. On tin B. J. A EL we practically have two classes or kinds of yard operation-- the switching operation incident to the operation of a railroad terminal or train yard, and industrial switching service oo a very extensive at the steel plants at Gary, South Chicago, Joliet, etc. The extent 0 this industrial service may be Indicated by the fact that vttMtt tk Gary plant alone we operate over approximately 15$ Rdk* ef track, mm at South Chicago over 90 miles. At these plants vnr sot only have t& switching hazards usual to all railroads, hut the special mSdftfooa hazards created by steel plant operation. Accidents in a railroad yard as elsewhere, occur from causes that ma: be divided under two general classifications, that is. Cist) those tha 1040 Fourteenth Safety Congress occur through physical hazard, or unsafe conditions and methods; and C2nd) those'in which the human element is involved, that isr accidents that are caused by some careless or thoughtless action on the part of the person injured or of someone with whom he is working. It is pretty generally agreed that the first named class, in these days of intensive accident prevention work, accounts for only about 5 per cent' of all the accidents that occur, the balance, 95 per cent, being cbarageable under the second classification. It is to those causes that account for the 5 per cent that I wish to devote a few minute of your time. In our eagerness to combat the causes in which the human element is involved we must not lose sight of the fact that if we are to be suc cessful in our aims towards a 35 per cent reduction in accidents, the physical hazards must be eliminated as far as possible and working conditions made and kept as~safe as it is possible to make them. By the extent to which this is carried out is the degree of our sincerity in this work measured by the rank and file of railroad employees, and we can hardly expect their cooperation and help if we neglect those physical conditions that tend to cause accidents. Underfoot Condition of Yard Is Important To my mind one of. if not the most important item under the classifica tion "physical hazards" is the underfoot condition of the yard. We are told that cleanliness is next to godliness, and I think we will all agree that in a railroad yard it is also next to impossible. However, to my way of thinking, there is nothing more conducive to safety in a yard than clean conditions. A clean yard makes for a safety yard, and the yard that is allowed to remain littered with coal, piles of dirt, old draw-bars and brake rigging, old ties and similar rubbish is the yard in which accidents are bound to occur, and the railroad that allows such a condition, to exist is going to find it mighty difficult to convince its employees of its sincerity in accident prevention work. It's a rather difficult matter to talk "safety" to a switchman who,jspends his days or nights stumbling over rubbish and looking out for holes and other pitfalls along the tracks over which he works. Therefore, I say that cleanliness in a railroad yard has two excellent effects,--it prevents the accidents that are the natural result of unclean conditions, and it produces in the mind of the employee the feeling that the company for which he is workng is doing its best to keep him from being injured, and, consequently, makes him the more willing and eager to do his part. I fully appreciate the difficulty in keeping a railroad yard clean, but it can be done. On our road--this matter receives the constant attention of the safety committeemen.^ in the early days of safety committees such conditions as I have mentioned generally were allowed to rebt and were not reported until the regular committee-meeting day, but how our committee members are instructed and educated to take up such matters immediately with the yard master, track foreman, or whoever is in charge or responsible, and to see that the condition Is remedied at Steam, Railroad Section 104] once, and this method has worked out extremely well. At regular ant frequent intervals work or yard cleaning trains are operated, and whih I won't go on record as saying that our yards are spic and span all o the time and that we never have an accident from this source, do notice that the number of items reported by safety committees anc by other employees under this classification, has steadily decreased, anc that the number of accidents that are the natural result of unclean yarc conditions also has shown a marked decrease. The snow and ice of winter, of course, create an additional underfooi hazard that is practically impossible to remedy. To combat this we issue periodical bulletns illustrating the special dangers from this source, anc believe that this has been of considerable value; Darkness Increases Dangers of Yard Work The question of yard lighting seems to me to be the next in impor tance. Darkness increases and multiplies the natural dangers of yard work, and it is the duty of every one of us, and of the companies bj whom we are employed, to see to it that lighting conditions about the yard are made as good as it is possible to make them, and no recom mendation that has to. do with this condition should be rejected withoul complete investigation. Our practice is to illuminate as well'as possible the leads where the actual work of switching is done, but not to attempt any general illumination of the yard by means of flood-lighting or otherwise. I understand, however, that flood lighting has been adopted in. a good many railroad yards, and it would be of interest, to me at least, to know how this has worked out. Most of the questions of yard lighting, however, are Individual problems, so that only a general dis cussion of this subject^ is possible. The third general hazard that I have in mind Is that of clearance of structures. In common with other railroads we have eliminated these wherever possible, and in the case of new construction or installations our engineering department, of course, sees that no additional hazards of this character are created. In the older steel plants, such as at South Chicago and Joliet, lack of space has produced a number of lack of clear ance hazards, and where these cannot be eliminated we have, of course, placed the warning sign usual in such cases. However, at these points the personnel of our switching forces changes very- little from year to year, so that most of the employees are familiar with these dangerous spots,. and it has become a- habit with them to watch out for them and avoid them. In cases where a new man is employed the older employees generally take it upon themselves to point out these dangers to him and warn him against them. Under the heading, "Track Conditions,*' I have placed such Items as worn frogs, broken, or worn rails, lack, of clearance on ground-throw switches, poor track lay-out, unblocked frogs or switches, etc. These are items that come up from time to time, and safety commltteement are 1042 Fourteenth Safety Congress is reported it should immediately be taken up with the department responsible, and checked up until repair or replacement has been mad. My final heading under "physical conditions*' is that class of hazards caused by rolling stock, such as poor brakes, defective couplers, loose or broken hand-holds and grab irons, broken foot-boards, etc. These conditions we have always with us no matter how careful the inspection of equipment is carried out. Our committees formerly reported such items in a general way, as "Cars are coming off rip track without necessary repairs being made/* or "There was a car in train No. 10 with hand-hold missing." We now insist that in reporting these matters the car number, time and place be given. The item is referred directly to the Superintendent of Motive Power, who, having the facts before him, can and does place the responsibility where it belongs. Now, I barely have touched upon this subject of physical hazards in a railroad yard, and have made no mention whatever of those dangers caused by improper methods. Elach. of us meets with these last from time to time, but they are soiindividual in their nature and so numerous that even a general mention jof them would take up more time than we have at ouz' disposal. I am conscious of the fact that there is nothing new in what I have said on this subject of Safety in the Yard, but those matters that I have mentioned are matters that demand constant atten tion, they demand constant consideration, and, as I said before, if we are to attain our goal of 35 per cent reduction by 1930, we must not lose sight of the fact that the little 5 per cent is the cause of hundreds of accidents and must be given as much, if not greater attention than those causes that produce 95 per cent. GENERAL DISCUSSION John Burns (Shop Safety Agent, New York Central, Cleveland): I believe that every shop safety agent has his one big problem in the use of goggles. I believe that the rules of goggles are not always ironclad. I believe wherever practical we should insist that goggles be worn, but I know from personal experience that there are times when it is not prac tical. In the winter the air is frosty and the breath forms a film over the * goggles. I know what the man undergoes in such a situation. I cannot tell him that I encourage working without them, but I overlook him. A man who is working on a heating forge, with sweat running off of him in July, is apt to lose a hand if he wears goggles. I say tbat here, not in the shops. I do insist that every man riveting, chipping, grind ing. scraping off paint, doing any work that is hazardous to the eye, must comply with the rule. The rule on the railroad says goggles shall be worn. As far as possible we have established that and we have brought down our eye injuries. Some of you may not agree with me; you may say that the man should wear the goggles all the time. When that workman wears the goggles all the time from the time he enters the shop to the time he Steam Railroad Section 104: leaves, the supervisor, the safety agent and everybody else must wea; them, too. -. - I believe that every workman should be equipped with a pair of gog gles for his own individual use. We have them equipped that way a our shops. There is not a general pair of goggles in the tool room thai you can go and place a check on and then put back when you art through with them. That is an unsanitary practice; we are asking toe much from the men; we are reducing their earning capacity and we art robbing the employee of the time that he is going after the goggles. We should have the best that money can buy. Give them to the em ployee and educate hiin to the value of them, what they are for, what they cost, and get good service out of the goggles. We have tried out maihy types of goggles. No one kind ever will suit everybody. There is always the fellow with an alibi as to why he should not wear themTbut alibis are not accepted. I long to see the day when -the rule is rigidly enforced and a man who will not wear the gog gles cannot work for the company. I know that every shop man is long ing for that same thing. There are many things that can be said for and against the goggle question. You perhaps noticed that in the Collinwood shops we have a special bulletin board. Possibly there are twenty pairs of goggles there, every one showing the date that the wearer had it on and how it saved him from having an eye lost. Those things speak for themselves. They are there for the man to see as he comes and goes. It is good stuff to tell what they are doing. One time in the shops a man came in with a piece.of glass in his eye; he was going to the doctor. The general foreman said, "There's some thing strange. It may have, happened, but ever since I've been on the job they have worn goggles." He went out and got a pair of goggles that the man had bought in a ten-cent store. We were supplying goggles at the time that cost $2 a pair. Those goggles that he had been wearing were placed on display in the dining room, with the whole story of what happened. Fortunately it was not a serious case, but we must watch and see that the goggles being used are the ones we want them to use. I would like to stand-up here as a safety agent and tell you that every man on our road is Wearing goggles who should be wearing them. . I can't do that. I don't believe any safety agent here can say that, biit. we are reaching a stage where while once we could count twenty men not wearing them, now It takes all day to find three. C. T. Bait.ky (Oregon Short Line) : We ran into a peculiar situation recently on our railroad that possibly you have not been confronted with. One of our supervisory subordinate officers in the operating department had occasion to make some efficiency tests with a red fusee, which was not observed properly. The engineer's excuse for not observing the test as a red signal was that it appeared to be a yellow fusee to him, which was attributed to the.pair of goggles he wore. By investigating, we have found since that time that a very great number of our locomotive engl- S S- p- J 1Q44 Fourteenth Safety Congress neers are wearing goggles over which we have as yet had. no control* They have gone out in the open market and bought any type of goggles that suited them, with the result that some of the lenses in these goggles have given them an imperfect color perception. We are striving now to stabilize that situation through our biennial inspection by our oculist, and we are going to try to'"determine to what extent our locomotive engineers are wearing goggles, and, if possible, control the type of goggles they wear, if they wear them. E. S. Ciiaiin (Department of Labor and Industry, State of Pennsyl vania) : I am enforcing officer of the protection code of the state' of Pennsylvania in my district, and I have not only railroad men but other men in industry. I use the same arguments that I used on the road, and some of them may be helpful to you here, particularly with regard to the formation of mist or the condensation of perspiration on goggles. I think I have said to this body before that the use of glycerin soap rubbed on the goggles dry and wiped off clearly enough so you can see through nicely, leaving a thin Em of the soap, will prevent condensation for a short period of time, that is four or five hours, from the time the man goes to work and quits for lunch, and from the time he goes to work after lunch until he is through. When I was with the Pennsylvania, the use of individual goggles was a long established practice, also using prescription, goggles. G. H. WAitFEr, (Union Pacific): I was very much interested in Mr. Burns' remarks, taut I would like to know what degree of insistence and what discipline they put their men under who are not wearing goggles. Mi!. Bukxs: None that I know of. .Roijeist Scott: I can answer for one large directing shop on our sys tem where the penalty for failure to wear goggles on an occasion when goggles should be worn is dismissal from the service. Cixaikaiax Hiee: jority of places. The samerrs likewise true on our lines in the ma J. P. Evans (Los Angeles) r: I would like to ask what interference, if any, soap would have on goggles worn by a man who has had to have his eyes tested and has to wear prescription goggles. It has been my experience that it is impossible for the men who are cleaning cars, for the mechanics, etc., to wear the ordinary goggles all day, due to the fact that the eyes tire from looking through plain glass. I do not be lieve it is possible for goggles, to be worn all day unless a man's eyes have been tested for those goggles and the frames fitted. In' the Pullman Company weTiave instruction that if any of our men's eyes are not good, they must go and have their eyes tested for goggles. I insist upon it in my yard, although I do it with kindness. I have found it impractical to hand out a pair of goggles and say, "Here, wear these." It doesn't work, but with kindness I have found that I can get those men working under my supervision to wear goggles. I have a joke on one man, anT electrician, who was told that he would Steam Railroad Section 1045 have to wear his goggles continually. them around with me?" "Yes." He asked, "Shall I have to carry "Then I want a helper to carry them." E. S. Chapin: You asked whether the use of soap interfered with the use of prescription goggles. I have used soap on mine for at least the last eight years, and I have not found it caused any real obstruction to vision. The film is invisible to the eye but impervious to moisture. The man who says ordinary goggles cause headache should at once be examined, and in nine cases out of ten it will be found that he needs corrective lenses. Chairman Hjul: I think the same plans exist on the majority of the principal railroads of the country as exist on our own lines. We supply goggles free of charge to all employees engaged in work requiring the wearing of the goggles in performing duties that are hazardous to the eyes. In addition to that, where there is a defect in the vision we fur nish prescription lenses free of charge. I think that answers the dis tribution. As to insistence cn their use, that is a progressive proposition. On our lines I think I am safe in saying that we are insisting upon their use, and in a large number of instances discipline is being administered. That is a progressiva proposition. We think it is largely brought about through an educational process. F. P. McGirk (Safety Agent, New York Central, Auburn, N. Y.): I want to relate an experience I had a month ago when I delivered to my bswego shop twenty-eight pairs of specially ground Iensas in the goggle frames for men in the shop. I personally delivered them and personally fitted them on every one of those men with perfect satisfaction. Every one of those twenty-eight men wears the goggles all day, and they are absolutely satisfied. I think one of the essential points in delivering the special lense goggles to the men is in the proper fitting of them. If some one in the shop will take upon himself the proper fitting, and will see that the goggles are comfortable on the man's face, you will find he will be more willing to wear them. I had no trouble whatsoever. S. M. Galaxy (Chicago & North Western): I believe the thing to do is to help the man and show him how to wear them. The great trouble is that we send the goggles out to the man and tell him to put them on. He has the trouble of his goggles sweating. We don't tell him how to overcome that difficulty. We don't tell him how to overcome the pains and headaches by properly fitting the goggles. We have overcome that to a large extent by teaching our men to use soap on the goggles to prevent sweating. Goggles which are soaped will last for three or four hours hefore they must be resoaped, even working in a hot boiler room. We have standardized on the Willson and the Kingbilt, and our goggles are strapped so as not to have a pressure on the cheekbone. I think that will go a long way in making the goggles comfortable. 1046 Fourteenth, Safety Congress Chairman Hill: chinery." The next point for discussion is "Guarding Ma E. R. McCamfbell (Big Four) : I believe the matter of safeguarding of machinery can be helped by insisting, as far as possible, that ma chinery shall come from the manufacturer fully guarded. In Indiana the State Department makes an annual inspection of the machinery, and we are getting wonderful cooperation from that department and getting machines properly guarded and fully guarded when they come from the manufacturers instead of having the guard applied after it has arrived. J. L>. Walsh (Missouri, Kansas & Texas): I believe that all the roads are properly provided with-guards that come from the manufacturer. If that is not true, it is certainly the duty of the purchasing agent or the mechanical officer to see that it is specified that the machinery be guarded. I believe that is being done generally now. The old machin ery has been provided with guards in the shops, and I think it is is as safe as It can be made. Fred Habtenstien: I remember, our friend, Mr. Walsh, advised at a previous meeting that the Missouri, Kansas & Texas Railroad had re located the whistle on several^ of its locomotives, with a view of putting a stop to deafening the engineer and fireman, and getting a better result in sounding the whistle at highway crossings. Mr. Walsh: We conceived the idea several months ago that the re moval of the whistle from close proximity to the cab and as far ahead on the engine as we could get it would be beneficial to our enginemen in getting them to sound the whistle more in accordance with the rules than is the general practice on a great many railroads. We asked our mechanical department to put the whistle up on the smoke box, and on that we were turned down for the reason that it would be too expensive and the rigging to blow it would be rather cumbersome. We did find that all the late locomotives we received had the whistle about thirty inches ahead of the cab. It either came out of the safety pop or directly out^>f the boiler behind- it, and our mechanical department did agree that to move the whistle from that point to the steam dome, which is located about jten feet ahead of the cab, would be a good thing. We are doinffithat at the present time; as our engines pass through the shop the whistle is being placed on the steam dome rather than on the pop dome or behind the pop dome. This removes the whistle from the engineer something like ten or twelve feet, and is the means of removing the annoyance of the whistle blowing so close to the ears of the engine crew. Jt is resulting in a better compliance with, the rules with reference to whistling. C. T. Bailey: I would like to ask what the general practice is with reference to the length of service of employee membership on safety committees over the country. Is the average six months, a year, three months, or what? -f. .T. Heavet (Erie R. R.): The Erie adopts the yearly system. We Steam Railroad Section 10< appoint a certain number of persons every six months, but each indivi ual committee serves a full year. Ms. Hahte!vstiev : We merely appoint members outside of the offiei staff for a period of six months, but we have it distinctly understood th a man serving on a committee after that time becomes ex officio member and is everlastingly on the safety committee. J. R. Adams (Atlantic Coast Une, Wilmington): On our system it a twelve-month proposition. If one fellow is taken out of one depai ment or leaves and cannot serve that particular committee, we assif another fellow to take his place, and usually retain him for the followir year. Ciiaikmax Hull: How often do your division committees meet? Mb. Adams: Bimonthly--six times a year. Mb. W.U.SE: We have the committeemen appointed by the year tl first of the year. It the meetings are held sixty days apart, a ma serving six months has attended three safety meetings. I believe 1 order to drive home the safety idea to a man he must attend more tha three meetings or more than six meetings. In the first place, we endeavor to take from the ranks a skeptic, a ma who is known to be a violator of rules, a man who 'is known to doul the wisdom of the safety movement and who is ridiculing the movemen We take particular pains to get that gentleman on the safety committe< and if we can't convert him in twelve months or twelve meetings, he i not converted. I don't believe a man can get the right idea of safet to talk it or act it or live it by attending three or even six safety mee ings. It seems to me a year is not any too long. Chas. G. Sebbaie (Santa Fe, Topeka) : We tried that six month period of our railroad, and we have now abolished it, feeling that a ma: does not become properly imbued with the spirit in that number c meetings. A twelve-month period is more satisfactory. W. A. Booth (Canadian National Railways) : We in Canada go jus in between those periods and have our committee every nine months We have a membership of about twenty-five made up, as no doubt th rest of yours in the United States are made up, of men in the rani and file, from the master mechanic right down to the section man o even the baggage man, for that matter. Some little time ago one of our executive committee asked me wha relationship first aid had to safety first. I should just like to say righ now that with this work of first aid, the moment a man becomes ; first aider he cannot possibly avoid being a safety man. We have issuec 25.600 certificates of first aid. When a man becomes a first aider h< receives his first aid certificate if he is at all qualified. He must be i dub if he doesn't receive that certificate. There are about thirteen meetings of one hour duration. We hav< 22.600 miles of track and employ about 100,000 employees, so you car (Hillfp nnrlprctan/l tliof +V-Sc* ------ -------A -- -- 1048 Fourteenth Safety Congress In so far as the little first aid textbook is concerned, it boils down to this: "First aid to the injured is a special branch of the practice of medicine and surgery, by a knowledge of which trained persons are enabled to afford skilled assistance in cases of accident. The instruction begins and ends with first aid, and the subject is taught simply but thoroughly and exhaustively. The ambulance pupil ends where the doc tor begins, and there ought to be no overlapping or clashing of duty or interests." .-- Only last week I was traveling on a private car for two or three days. A hosebag burst and caused Tan accident which hurt the conductor; it scratched him pretty badly on the elbow. I fixed him up. Then they backed up the passenger train in which I was traveling. It was about eight o'clock in the evening and it had gotten quite dark. The train man on the end, when the train stopped, jumped out of the baggage car door to flag, and in so doing he slipped in between two ties or per haps on a tie and injured his right instep pretty badly. They brought him into the observation car, and I opened up a first aid dressing case and fixed him up. My knowledge of first aid was sufficient to give in stant relief to that chap and fix him up in such a manner that the next trip coming down he was on the job. W. L. Axeison (Baltimore & Ohio) : There is a danger of safety com mittee meetings becoming monotonous, and in order to avoid that, we on the Baltimore & Ohio have adopted some things to make these meetings more attractive and more interesting. We try to arrange our schedule so it will give the committee time after the meeting is over to make an inspection of the shop and report back unsafe conditions and practices that they observe during that inspection. If a shop is not handy, we arrange some other committee meeting so that at some point the committee can do this. We have requested the chairman of our safety committees to bring in injured employees and have them explain in detail how they were injured so the rest of the committee members will have the benefit of their experience. TT We select a committee from the division safety committee to act as . judges in a contest for turning in- the best report at the committee- meeting. This arouses interest among the committee members and in duces them to work harder and turn in better reports. Another important thing we do is to have class study in the book of safety rules. At the division safety meetings we try to take time to make a study of our book of safety rules which we have on the Balti more & Ohio. We read and discuss at least ten rules in each department of our book of safety rules. That gives the members during the time they serve on the committee time to become thoroughly familiar with the book of safety rules, and as the book of safety rules is our guide, there is nothing better than becoming familiar with all of our safety rules. J. D. White (Illinois Central) : Our safety committees meet monthly Steam, Railroad Section 104 with the exception of the superintendents' division safety meeting, whic is held every three months. I have' under consideration now changin that either to monthly or every two months. We have safety committees in each department, the chairman faein the division officer oir the head of that department, with various subcon mittees who meet every month. When any employee of a certain department has a serious accident, w invite him to attend the next safety meeting in that department an explain how the injury occurred. We have approximately 65,000 employees, 1800 of whom are charge with safety duties throughout the year. Chairman Hxr.r.: It has been requested that Mr. Dugan give th psychological effect of the white crosses on the roads in Ohio. Mr. Dugan: I presume you Ohio men are familiar with the orde that went to the highway department from the governor ordering ther to erect along the highways of Ohio and at all railway crossings wher there has been a fatality a white cross. It is about three feet high, am as .you drive along our highways, you will notice where these accident have occurred. At many of the railroad crossings we have as high a three and four crosses. The reports coming to us from automobile clubs and travelers througl the state are that they are the most effective signs they have seen ii any state. I understand these crosses are being generally adopte< through the West, and last week the Marion county officials of Indian! were in Ohio inspecting them, and I understand they have adopted then for their county. It cannot help but impress the driver of the automo bile as he drives along the highway and notices a white cross or tw white crosses where there were one or two deaths. The signs are visibh for quite a way from, the railroad crossings. In some instances I hav noticed four and five crosses at a highway. It cannot but impress th driver of the necessity for being careful. As he approaches the crossing he realizes the necessity for stopping, looking and listening. There has been some little agitation over the state coming from certalr religious organizations in opposition to the use of the cross along th highways and at railroad crossings, on the grounds that the cross is a symbol of Christianity and should not be used for the symbol of death What the results of that agitation will be I don't know, but we arc impressed with the fact that it is one of the most effective signs that can be erected. Mr. Walsh: Are the crosses placed on - the right of way or on the highway? Mb. Dugan: If the accident is on the highway, it is just off the high way along the side of the road- If it is on the railroad crossing, it is placed as near as possible to the crossing. Chairman Hhj.: How far is it from the track? Mr. Dugan: Usually back six or seven feet from the crossing. The 1050 Fourteenth Safety Congress highway department erects those crosses at no expense to the railroad. They stand about three feet high. J. D. WiinE: In your opinion, would there be any objection by the highway commission and state officials if the railroads erected them themselves on their own right of way? Mr. Dugan : That you would have to answer for your own state. There wouldn't be any objection in Ohio. It is not necessary for the railroads to do it because the state is doing it for them. It is a safety first proposition that the state has taken up. Mit. White: I have in mind putting that practice in on the Illinois Central, and I was wondering if there would be any objection in any way to a road putting them on its own right of way. Mb. Dugan: I suggest that if you have any trouble, your highway department might write to the state highway department of our state and get their suggestion or information as to what it has been doing for Ohio. Mr. Walsh: It seems to me that that is a question for the legal department to pass on before you designate on your railroad an extra dangerous crossing and then kill somebody or get into legal complica tions about it. Mr. Dugan: There is very little objection from the county officials or people in the state on erecting those crosses. The significant thing is that the most accidents inrQhio on the highways happen on a straight piece of road where the speed devil stirs up and goes off the road and kills the driver and whoever is in the car. Mr. Wahfel: Of what material are those crosses constructedj and what arrangements are you making for maintaining them? Sometimes we put up signs and then forget them. Mr. Dugan: They are made of wood, and the state highway depart ment maintains them. A penalty is imposed for the removal or tearing down of those signs. Mr. Wabpel: There is no-attempt made, is there, to use this as an advance warning of any kind or to indicate a danger point. They are merely for the psychological ^effect on the man as he passes that point, I understand. Mr. Dugan: That is the jmrpose of the cross. There is no wording on it at all. __ ADJOURNMENT Taxicab and Delivery Section September 29 and October 1, 1925 SAMUEL. L. KING, JR., Chairman Equitable Auto Company, Pittsburgh, Pa. CHARLES A. REILLY, Vice-Chairman Safety Supervisor, Philadelphia Yellow Cab Company Philadelphia, Pa. GEORGE T. KENNEY, Secretary Director of Safety, Yellow Cab Company, Chicago, III. TUESDAY MORNING SESSION HE FIRST session convened in the Winton Hotel, Cleveland, Ohi< at ten o'clock, Samuel L. Kins, Jr., General Manager of the Equi able Auto Company, Pittsburgh, Fa., presiding. Chaikmapt King: (Gentlemen, one of the greatest problems confrontin up today is the question of preventing accidents by motor vehicles, read, an interesting article -which said that more accidents occurre through drivers operating their own cars than through hire chauffeurs. They gave as an explanation that the man's mind was oi cupied with thinking about his own business, while the chauffeur's duiie were clearly defined, that he was there to drive that vehicle and to loo out for the safety of himself and others. Chairman King then, announced members of the Nominating Con mittee as follows: J. Robert Clair, Checker Taxicab Co., Boston; R. W. Sanborn, Gree Cab Co., Cleveland; William G. Beard, Yellow Cab Co., Cleveland; S. I Hilmes, Yellow Cab and Baggage Co., Omaha, and John H. Stroni Yellow Cab Co., Houston, Texas. Qhaieman Kiistg : rlt gives me pleasure to introduce to this sessio Walter J. Lloyd, Safety Director, of the Green Cab Company, Pittsburg] Fa., who will speak on the "Mechanical Phases of Motor Vehicle Safety * * MECHANICAL PHASES OP MOTOR SAFETY" Walter J. Lloyd,' Director of Safety, Green Cab Company, Pittsburgh. Owners expect a lot from'their automobiles and trucks, and their e pectations can only be realized by producing a condition free of trouble 1052' Fourteenth Safety Congress It is reasonable to suppose _that any remedies proposed for mechanical troubles, under altogether different forms of direction, is simple, logical, practical and profitable, providing they have sound, basic principles. The faults of drivers are NOT the faults of automobiles and trucks. All drivers should know that (whether they admit it or not). Then why should drivers blame^ on mechanics, innumerable things, when the preventive was, in reality, careful, safe driving. Drivers of auto mobiles, trucks, or taxicabs, who are satisfied to take chances in a reckless, incompetent manner, must not complain if they have mechani cal trouble with their car. The driver's life, the pedestrian's life, and the mechanical condition of the automobile, truck or taxicab on the road, depends not upon words, but upon a safe, sound course of driving, and the proper recognition of the rights of others. I am not impressed with the argument of many "That mechanical defects are the cause of many accidents", for I am ^convinced that the present day efficiency in the construction of automobiles is such that accidents caused by mechani cal defect are not one in a thousand. Oft times there arises in my mind this question. "What are the fundamental causes of mechanical troubles in automobiles and trucks?^ The answers will be practically as varied as there are owners and drivers. Why? Because' the attitude of men vary and the relation to safe driving is bound to vary. Every owner and driver should recognize that laws and rules cannot do for him or her anything in the way of making him or her a safe driver, or maintaining liis: mechanical equipment in perfect running condition that he cannot do for himself or herself--provided they will learn how and then do it. The only way in which one human being can properly attempt to influence another is to encourage him to think for himself. 7 The drivers who are successful drivers are the drivers who have dis ciplined themselves, for the first and best victory in safe driving is to conquer self : to be conquered by self, by a madness to speed, is, of all things, the most shameful and vile. Motor accidents do not happen. They are caused for specific reasons, analysis proves that there are fundamental reasons for automobile ac cidents, and in my judgement, consists of these: First: Incompetency and ignorance from the mental stand point. = Second: Thoughtlessness and recklessness. Third: Physical unfitness, defective sight, and muscular weakness. Fourth: Driving by guess. Fifth: Disregarding the rights of others. Sixth: Drunkeness, ^which should be punishable under the same laws that we try and condemn those who slay humans with other weapons. Seventh: Inability to think quickly and accurately. Eight: Breakages of parts through defective material or .workmanship. (But this is rare.) Taxicab and Delivery Section 10; Essentials That Should Be Watched by Drivers Under the subject "Mechanical Phases of Motor Safety," I want outline briefly what, in my mind, are the essential mechanical things an automobile that should be carefully watched by a safe driver. First.* He should see that his brakes are in perfect working order and adjustments made at regular periods of time, say at least once a week. Second: A driver should watch that his steering mechanism is in perfect condition at all times. Third: He should see that his hand brake always is in con dition, for every emergency. Too many drivers of to-day discount the importance and use of th< hand brake. It is in too many instances mis-called the "Emergen Brake." Therefore, too many drivers think that the only use for t hand brake is to hold the car while standing, or to suddenly grab i it in so-called emergencies. Consequently, even though their brakes a properly adjusted and equalized, they do not know how to use th hand brake in the proper way, at the proper time. Our need to-day is an automatic performance of our duty rather tin automatic mechanical devices that we continue to ignore. Ask the average driver, "In what distance, in feet, can you 3top yo car going at so many miles per hour on a dry, level road"? The answ will be in 98 out of 100 a wild unintelligent guess. It is not to wondered at, that aTT>recious human life is being sent into an untime grave every minute of every day, that there are thousands of injuri and that more than a million motor drivers every year are arrested a: found guilty of violations in the Traffic Courts of this country, wh they are driving by guesswork. The wonderful strength, durability and workmanship in automobii must be admitted, while they continue to serve, in spite of the abus given them. The care of an automobile or truck depends as much upon driving as when it is in the garage; and for the person who takes care of t automobile or truck, the work becomes very simple, providing, it is do consistently and right. There is no hardship about it, and it is not trouble. But it is a danger and becomes a menace to the highway, wh placed upon the road in a mechanically defective condition, and co: bined with a reckless, careless, individual as a driver, presents' one the real problems of highway safety. But it should be understood and is of common knowledge that t fundamental portion of an automobile or truck required to be safe the brakes, and the steering wheel, and we cannot follow a better safer course than to have: The National Safety Council Lead in t Education of the Driver in the fundamentals of safe driving. Care! and intelligent driving will prevent 70% of the accidents on our stre* and highways to-day for if we all use common sense precautions a) take "thought" as the key note of safety, and not think that the great* 1054 Fourteenth Safety Congress responsibility is in the car we will not become imperiled by incon siderate, reckless driving. - If the killings keep on throughout this country, the people may. finally become enraged. They may force the manufacturers of automobiles and of trucks to slow down the speed of our motors by the use and develop ment of proper governors. Our cities may seriously take rules and regulations of traffic and enforce the slowing down of the speed within city limits, and it may send offenders to the Penitentiary or the rock pile, but I believe through propen education that the drivers can and will do it better without more law. It is the duty of the automobile driver to aid in eliminating accidents from the streets and this can be done through the medium of education, and then through education we will find that a very large percentage ot all accidents have been avoided. We must also understand, conclusively, the need for greater care in the use of streets by pedestrians as well as by automobiles, for we should emphasize, in the minds of the general public, the need of more caution, by cultivating the habit of being more alert and we should begin through the employer to weed out the in efficient driver, and to develop a co-operation between the pedestrian and the driver. When these things have been accomplished or at least put under way of accomplishment, we will__flnd that the tragedies enacted each and every day upon our public highways through the slaughtering of men, women, and children, shall be reduced to a minimum and to a degree that it will save to the people of this country untold hours of agony and millions of dollars in money. We have committed the Golden Rule to Memory: Now let us commit it to Life: By driving sanely, safely, carefully, and giving due and proper consideration to the rights of others. DISCUSSION J. Robebt CtAiE (Checker Taxicab Co., Boston Mass.): I would like to ask Mr. Lloyd in regard tojhis point that the operator of a commercial vehicle will be greatly improved if he understands the mechanical fol low-through of the motions which he performs from the driving seat. The point has come home to me that there is a great percentage of auto mobile drivers who learn to drive a car and know nothing of the driv ing beyond the instruments they see at the driving seat. In the employ ing of new men we believe that it will help them immensely if we are able to give them some sort of schooling or education as to the vital parts of the car and how they are related to the operator. I should like to ask Mr. Lloyd if he has in operation at the present time any school or system where the new man as he is employed is put through a course and the essential motions of the vehicle are explained to him? Mr. Lloyd: I am sorry to inform you .that we have not, not because I do-not believe in the very thing that Mr. Clair has' spoken of. Gentle Taxicab and Delivery Section 1055 men, the operators of fleets of cars and trucks in this country must -sooner or later come to the realization that their greatest profits are in the operators behind the wheels; and the operator at the wheel must, in the words of Admiral Sims, come to an automatic performance of what he is doing. Jesse T. Smith (Yellow Cab Co., Philadelphia, Pa.): I'd like, if pos sible, to hear from some of the operators who in the employing of ex perienced drivers have such a course of instruction from the mechanical standpoint. I think most of us employ experienced drivers, men who have had perhaps several years of driving experience. And I just won dered if any of the operators do make a point of instructing in the mechanical features of driving. Mu. King : I might say that in our operations we are in a rather peculiar position for the reason that out of the 480 vehicle drivers we have only twenty-three on our payroll, because in the case of the various companies, gas, railways and electric light companies, the light company have possibly a man who sets the meters and drives the truck. And with the gas company the same thing applies, or with the construction crews, or in the case of the individuals who are supervisors or super intendents. But we do this. We give a man an examination. We also give him tests as to stopping, etc. Then we have thirty questions which relate to the laws regarding the operation of automobiles. We have those put up in a forpi fastened-together with the questions and blank sheets of paper. We hand that to him, and the man making the test stays there to see that nobody gives him any information in regard to it. Is there any one that gives any education whatever to the driver in regard to the mechanical phases ? S. J. Steinmann (Indemnity Insurance Co., Philadelphia, Pa.) : We all agree that brakes and steering gears should be inspected regularly, but at what intervals? The same thing holds true of general overhauling of cars. Mb. Lloyd: I'd like to answer that and say that I believe that that would depend upon the amount of usage to which the car or truck would be subjected. H. W. Heinbich (Travelers Insurance Co., Hartford, Conn.): I think the speaker, Mr. Lloyd, has hit the mark of the situation when he lays emphasis upon the fact that while the mechanic or the mechanical side of automobile instruction is only one phase in the problem of safety, yet it is as vital in any degree, as the mental attitude or the matter of properly educating these drivers. J. H. Gibson (Green Cab Co., Pittsburgh, Pa.): One thing that we always require our drivers to sign is a driver's pledge, pledging various things. ' Whenever I happened to read the pledge to him, I underlined one particular sentence three or four times and called his attention to it, and that is: "I promise to report any conditions of my cab which I in my judgment, deem to be unsafe, at all times." I have said to them 1056 Fourteenth Safety Congress as I have come in contact with them, "Boys^this means when your brakes or steering apparatus or possibly your motor isn't what it ought to be." If you think your cab is unsafe, don't let it rest one minute. Go to the nearest phone. Go to the nearest dispatcher. ' Call the operator and tell him *s L#x. Maloj-et (Police Force, Springfield, Mass.): It has been interesting to sit here and listen to each one of the gentlemen I very have heard placing the responsibility for the equipment upon the driver. Why? We- .used to do that, but we found it was unsuccessful, for the simple reason that the driver's duty seemed to be in his mind, and the Company couldn't get it out ^>f it, that all he had to do was to go out and get what money he could, turn it in and deduct his commission. You can't have efficient inspection of equipment from a main\ of that calibre. We cooperated by asking the fleet owners-to have a mechanical man in the garage do the inspecting, and for a year and a half they have done that. Every car and every taxicab company in Springfield is inspected by the garage man. It has another inspection before the next drive takes it. In doing that we haven't had a taxicab driver before the Springfield police court in the last eleven months. I am very proud of that record. In the last thirteen months only one fatal accident occurred in which a taxicab driver was involved, as against a record of six the preceding year. This shows that inspection of the taxicab by a competent mechanic before the burden of mechanical inspection on the drivers who average one hundred miles a day at a good, rate of speed. If they are all good drivers, we don't bother much about their other qualifications. Inspection should be done in the garage by a competent mechanic. Mr. Lloyd: I think you will all agree with the Lieutenant in that. As far as I am concerned, I didn't want to convey the impression that the driver was to make the inspection. But it was to be put up to the driver if in his opinion the car was not safe that he shouldn't drive it. Ciiairmax Kixo: Here is a question sent up to the Chairman: "What is the maximum speed for safe driving?" Mr. Lloyd: I'd like to answer that in one word, common sense. When ever you get down to that point and get down to common sense, the sooner you are going to toe hetter off. I am going to move, if it is in order, to appoint a committee^of three on this body of men to try to have the fleet operators of this country through the National Safety Council establish schools to train those drivers in the mechanical parts of the automobile. ---- The motion was seconded^ Geobce T. Kexxey (Yellow Cab Co., Chicago, 111.): We operate a fleet of about three thousand cabs, and I quite agree with Mr. Lloyd on the subject of education of drivers. But I believe there is one thing more important than the education, and that is the selection of drivers. We regard that as of first importance, the selection of men to drive yellow cabs for our Company. We find that in the selection of drivers it cannot be done in any bit-or- Taxicab and Delivery Section 10\ miss way. We find that we must do it in. the most scientific manne Accordingly, we have hired a noted psychologist from Northwestei University to take care of this department of the Yellow Cab Compan Our statistics revealed that about 20 per cent of our men caused ' per cent of our accidents. In making a study and analysis, we hm found some hidden defect that our employment administration was u able to detect in these 20 per cent. Mr. Lloyd : I meant that the education of the driver should apply 1 the man who is already employed, not the fellow who is to be employe There may be isolated cases that the psychological tests would brin to light. But I want to tell you, gentlemen, despite all the argumem for the psychological tests, when you come right down to education : would be a great deal better if we could get the fleet operators to estal lish schools to traimnen. Mr. Kenney said that all he wanted his drivers to know abot mechanism was how to use the steering wheel, the brake and the gea shift. That kind of a driver is not entirely fit to be a profession driver. -- Jesse T. Smith: (Yellow Cab Co., Philadelphia, Pa.): If you stai instructing men in mechanics, they will begin to tinker with the cars We have service garages and repair men to take care of that sort c thing. ~. Mr. Lloyd : You ^wouldn't have that difficulty if you established rigid rule that the mechanical repair of that car would be taken care o by your shop man, where it properly belongs. Mb. Dever (Atlanta Safety Council, Atlanta, Ga.): How far woul< you want the local Council to go Into this educational matter? Fron our own standpoint, very much like Mr. Kenney, we feel that the drive should know what is necessary to have his ear function properly, bu we do not want a man to attempt repairs. We prefer to have him cal a mechanic. -- Chairman King : The concensus of opinion seems to be that the meet ing advocate that drivers be educated in the fundamental parts of tin car in order that they will know whether or not they are operating effi ciently. It isn't that they should go into an education such as wouk make them mechanics. Chairman King : In the absence of Mr. W. G. Beard, Manager of th Yellow Cab Company, his prepared paper on the subject of "The Relation ship of Speed and Congestion in the Safe Operation of Cabs and Deliv ries," will be read by Robert F. Gray, Treasurer of the Company. THE RELATIONSHIP OF SPEED AND CONGESTION I3S SAFE OPERATION OF CABS AND DELIVERIES Wm. G. Beard of the Yellow Cab Co., of Cleveland, O. The study of several thousands of street accidents has brought me to the conclusion that neither speed, in its moderatelv awentod ~~~ 1058 Fourteenth Safety Congress ordinary congestion of traffic---are really positive factors in street ac cidents. In street accidents,. particularly insofar as taxicabs are concerned, the man who is regarded as a speeder rarely has any accident of a serious nature. The reason for this, I believe, is that most speeders are young and alert. They fully realize the hazards of speeding but their youth so physically and mentally co-ordinates their actions that they avoid having accidents that other and older men might have. Congested traffic acts on the minds of everybody in the same way and it makes them more ` alert and more watchful with a considerable diminishing of the number of^accidents as the more crowded streets are reached. Of course, this latter condition does not "go" with drivers who are careless or inattentive. They frequently will have a brush of fenders with another vehicle or crash jnto another car, but it is this same inat tentive spirit which would cause them to have accidents in the middle of a desert. _ OE course, it is a demonstratable fact, that the more automobiles there are on the streets the more automobile accidents we are going to have. We have found it to be true that in the months of June. July. August and September, when all the summer and Sunday drivers are out in force we have more accidents than at any other time of the year. That, of course, is due to some extent, to congestion but primarily I think it is due to the inability of many drivers to control their machines or accurately judge distances. I think, that a discussion of congestion and it's relation to accidents, really would bring us nowhere, because of the constant daily influx of automobiles and the physical impossibility of widening streets and making new avenues of traffic to keep up with this production. So long as we have motor cars we are going to have an increase in congestion. The solution of congestion, however, lies in traffic control and traffic control brings us again to the question of speed in its relation to acci dents. It has never been clearly demonstrated to me that speed caused ao cidents--I mean by that a speed under 40 miles an hour--and I have it very definitely fixed in niyr mind that LAGGING TRAFFIC really I* the menace because of the impatience it creates in the mind of every driver who is one of a procession of slow moving vehicles. Calls Road Hog One of Greatest Menaces I suppose there is not a City in the United States which today has not "through traffic streets" where traffic is permitted to move un interrupted save by police control. On most of these streets the maxi mum speed allowed is from 20 to 22 miles an hour. I think it should be 30 and I think that drivers on these streets should be compelled to keep up and not block the free passage of other automobiles. I suppose every one of us in this room drives a car, and every one of Taxicab and Delivery Section lOi us will agree that the worst road hog'and the most menacing factor : traffic--in that it incenses us the most--is the fellow who plants his a in the middle of the road and jogs along at 16 to 20 miles an hour. It is a very simple matter for tyros in the safety business to lay tl blame for accidents on speed that seems to be the logical reason an it is logical of course, for if a speeder does have an accident, it is much more serious one than it would be at a lower speed nevertheles a fairly high rate of speed in my mind is not the big factor in a< cidents and I think I could demonstrate this to you by the thousand of reports that I have gone through in the last four or five years ever, one of which tends to show that the fellow who is a known speeder very rarely is a man who is a chronic accident maker. It seems incongruous to me, that the man who is traveling along--tend ing to his own business alertly at 28 or 29 miles should be arreste; and fined anywhere from $5 to $50 while the road hog--hogging th< middle of the street talking to his friends and paying very little if an\ attention where he is going, should never be molested. Favors Traffic? Control That is City Wide The traffic control which is city-wide in its scope instead of embracing merely downtown and boulevard districts is the thing to which we ultimately must look for a reduction in the number of accidents and by that traffic control I mean not only police supervision of- the street, but also police supervision of the motor ear driver before and after he is permitted to take out an automobile. I heard a traffic court judge say recently that he believed that nearly ten percent of the people operating motor vehicles on the streets were mentally below the par of a ten year old. child. He did not say they were morons, but stated they were worse, that for adults they verged on the point of feeble mindedness. In congested districts too there is one other reform which must come and that is the absolute abolition of the left hand turn. Economically the left hand turn wastes thousands of hours per day for the automobile drivers iu any city. Every motorist in making a left hand turn could go clear around the block and cross an intersection again in less than the time it takes him to make the average left hand turn. Once we do get the left hand turn abolished I think every taxicab man in the world will be tickled to death, because it will tend auto matically to shift the driver's seat to the right hand side of the vehicle where it belongs because that is the side where the cab lands and if the driver's seat were there it would enable him to get out and assist passengers to alight orzget in the cab which he cannot do now because he has to go all around the cab to reach the door. In conclusion I do not think that either speed or congestion have a really positive relationship to traffic accidents. True enough a lot of fa tal accidents are caused^by speed, but the victim nf an aTM*^---*.**-------- : msmmum 1060 Fourteenth Safety Congress dent isn't any deader if he is struck at 35 miles than if he is struck at 15 miles. I think that controlled traffic will effect more vital reforms than any of us can conceive and I think that controlled traffic should be central ized in the hands of one man or not more than three men in a traffic commission who have been previously enabled by the City Council to act in any way they see fit, I, for one, think that Cleveland has one of the most thoughtful and studious Traffic Commissioners in the country. A man who has done a great deal to make Cleveland streets safer and I think he could do a great deal more if his handsjwere not tied by the necessity of making traffic regulations city ordinances rather than police regulations. An ordinance is very difficult to repeal and the result is that there are hundreds and hundreds of them that the police make no effort to enforce because they are fundamentally wrong or because conditions have changed since they were enacted. On the other hand a Traffic Com mission can make regulations and change them to suit conditions and above all he can experiment with regulations and not have to have them go down on the books as city ordinances. CHAianiAN Kistg: We will now take up the discussion of the paper in regard to the safe operation of cars. There also comes up the question as to left-hand turn and the changing of the drive to the right-hand side. That, is going back to the old-style used in England. DISCUSSION J. T. Schweier (American Railway Express Co., Cleveland, Ohio) : As Special Investigator and Claim Adjuster of the Cleveland office of the American Railway Company, I may present a different angle of the situation than the taxicab representatives and other fleet owners. I doh't {believe there is a concern anywhere in the country that has a lower percentage of accidenpT than the American Railway Express Com pany. I couldn't tell you the number of vehicles- used, but there are over two hundred used locally. We are the fifth city. We probably don't have more accidents than other cities. We have accomplished this by inculcating into our drivers four principles that we stand firmly for. Those are: 1. Courtesy. _ 2. Absolute cooperation with the Police Department. 3. Attention to street cars and their rights of way. can't turn off for us. "= 4. Truthfulness. ~ Rails As a special investigator, I have to investigate the character of our men before they are employed. After they are employed they are placed under the instruction of mechanics that they may become expert chauffeurs. They are not put in charge of our trucks unless we are Taxicab and Delivery Section 1061 satisfied that they will know how to handle all situations. At no time do they ever repair our machines. We have experts to do the repairing. Mb. Claib: One point we should not pass up. I should like some one to go on record with statements regarding what they feel about four- wheel brakes as applied to commercial vehicles. Mb. Kenney: Mr. Schweier made the statement that he puts a seal on the governor and nobody disturbs it. Chaikjian King: We have had our governors sealed but the seals get off. We want to govern our trucks, but so far we have been unable to do so. We have sent out our trucks with the governors sealed, and in a short time our Inspector has found the seals broken. If anyone has anything further to offer on the subject of a governor on a truck, I'd like to know more about it. Mb. Kenney: The Yellow Cab Company used governors. We have abandoned them. In the first place, they never functioned. If wasn't long after a cab was out that the driver found some way to put the governor out of commission. In the second place,~we found that the use of governors sometimes caused accidents. I think you men will agree with me that very often speed is essential in avoiding accidents. Where speed is limited by a governor, there are times when it may be dangerous. But the great trouble was keeping them in order and keeping the men from putting them out of order. Chairman King: Reference has been more on the truck proposition, and I feel that a truck should not be driven at thirty or thirty-five miles an hour because it is not safe. A truck loaded with four or five tons is a heavy weight to stop, and simply cannot run at a high rate of speed, which may not apply to passenger cars. Mb. Lloyd: The greatest mistake that we have made in the several states is ever establishing a speed law. By that I don't mean that a man should run wild. I think that education will eliminate that in his mind if you can get the other fundamentals. In the great majority of cases the trouble is that we don't use common sense in our speed. ~ Joseph H. Dye (Assistant Superintendent of Police, Pittsburgh, Pa.) : The writer of the paper just read said that we should not limit any automobile driver as to speed. Just as Mr. Kenney said, sometimes you need it to avoid an accident. Mb. Deveb: The Southeastern Express Company, operating from Baltimore on down, using mostly Whites and a few electric trucks, have not had a fatal accident during the last year. On 23 trucks that had been driven 84,000 znilebThey had 9 accidents, and the total cost on those was $61.00, none with personal injuries. F._ P. Walker (General Necessities Corp., Detroit, Mich.): I have been listening attentively to this discussion, for I am the author of the question about speed. My thought wasn't so much as to the rMimKoi- ^ 1062 Fourteenth Safety Congress miles per hour on speed as it was the question of what was considered the safe speed. -- I quite agree with Mr. Lloyd about no speed limits. In England they do not recognize any number of miles per hour for speed, but they have the common sense method. Lwas impressed with the amount of courtesy displayed. You don't see "road hogs" over there--the fellows who want to get in the middle of the road. There seems to be a tendency to believe that the Hoover Conference is going to eliminate speed limits. I am not so sure about that. CitAinsux King: The speakers have tried to bring out that the elimi nation of speed limits would mean that a man must drive with common sense according to the situation. In some places it is. safe to drive stt twenty-five miles an hour; in others, only ten. When he passes a school where there are a number of children around it may be a question of whether he ought to go even ten. Perhaps he ought to go around the block and avoid it entirely. Conditions would have to be met. Common sense is what it really is. Lt. Maloney, are there regulations in Rhode Island under which you can be arrested if you don't go as fast as the speed limit specifies? Lt. Malo.vf.y: The speed law in Springfield, Mass., is 8 miles an hour at intersections; 15 miles an hour in closely populated districts; 20 miles an hour in scattered districts. The Police Department does not adhere closely to that regulation, for the simple reason that when the driver gets his license two things TTfe firmly imbedded in. his mind. So much so that we call it a disease. Jf he has an accident at an intersection, he was going S miles an hour, provided he can secure witnesses to swear to it. If he is out and has an accident, even if he was going 40 miles an hour, it is still 15 when =he comes in to report. W. P. O'Neih (Chief of Police, Providence, R. I.) : We have no law requiring motorists to go 3EL miles an hour or get off the road. It did go out in. the papers that way, and shortly after many drivers started running wild and we had quite a time toning them down. That matter was later contradicted and is now working out all right. THURSDAY MORNING SESSION The Second Session convened in the Winton Hotel. Cleveland, Ohio, at ten o'clock, Samuel L. King, Jr., of the Equitable Auto Company, Pitts burgh, Pa., presiding. --; Chairman King: Mr. Clair, the Chairman, will advise the results of the Nominating Committee. Mb. Claik: The Committee submits the' following nominations for officers of this Section during the next year:' Chairman: Dale Herman, Mgr.. Yellow Cab and Baggage Co., Kansas City, Mo. Vice Chairman: X Robert Clair, Checker Taxi Co_ Boston. Mass. Secretary R- J. Wall, Vice Pres. Yellow Cab Co., Toledo, Ohio. Taxicab and. Delivery Section 1063 Mb. Kenney: I move that the nominations as given by the Committee ' be accepted, and that the nominations be closed. The motion was seconded and unanimously carried. Chaibuan King: In the discussion last Tuesday we didn't put the motion in regard to the school for drivers. The motion was that the drivers be given instruction in the mechanics of the car. Are you ready to vote on that question?^ Mb. Walker: I am not yet sold on the idea, in view of what some of the taxicab men have said, that it is advisable to school the driver in the mechanical parts of the car. Mb. Lloyd: I don't agree with the gentleman's attitude, because, first of all, this Committee if appointed couldn't possibly dictate the policy of any individual concern. Mb. Clair: I am in favor of Mr. Lloyd's motion, for, in my opinion, such a school of instruction would really assist the drivers to handle their machines in a much more intelligent way. Mb. Kenney: I don't believe that I agree with either of the two preceding speakers, unless you define absolutely what you mean by mechanics. I don't believe that 10 per cent of the men in here who drive a machine know a great deal about the mechanics of the car. I know that if I were to ask the men here who think that they were good drivers, about 99 per cent of you w-ould stand up. In taking action on a matter of this kind, I don't know that it is going to do any kind of harm but we are putting ourselves on record. That may mean something. And before you take action, I think you ought to define the term so there will be no doubt as to the meaning of "mechanics" as we intend to convey it. Mb. Lloyd: Again I want to say that the defining of the word "mechanics" could not be ^done by this Committee, even if it were ap proved by you. That must be done by the individual operator and owner as to the extent he would go in teaching a man the mechanical parts of the car that he drives. Cecaxkman King: Are you ready for the question? Mr. Walker: Question. ! CriAiKaiAN King: All those in favor, respond by standing. The motion was carried by a 14 to 10 count. Mr. SjMcrrrr: In Philadelphia we have organized our garages into Safety teams. We have ten Team Captains, with two Lieutenants on each team, forming a Garage Safety Committee. The Captain and Lieutenants elect their owiT Chairman, who is Chairman of the Garage Safety Committee. That is the basis of all our organization for contests of different kinds that we have put on. Bert C. Hoffe (Cleveland Brown Cab Co., Cleveland, Ohio): We have tried out four-wheel brakes on twenty-five of the Premiers, and we find that operating on a cab the four-wheel brakes are. not there. are going to take too many chances. Thov '' Drivers 104 Fourteenth Safety Congress they can and stop as fast as they can. We also found that they were tearing our tires to pieces. C11airman King: You know that the best car made is the one that you drive. I have driven a car with four-wheel brakes. One I have driven about 10,000 miles the other almost 8,000, with mechanical four-wheel brakes, and I have never had any trouble. I have driven those cars over mountains, on level stretches, on all kinds of roads, and I am thoroughly sold on the four-wheel brakes. But I have never adjusted them. I am not a mechanic. I have had them adjusted. Chairman King: The first paper this morning, "How Can We Select Safe Men to Operate Cabs and Trucks?" will be read by J. Robert Clair, Director of Safety, Checker Taxi Company, Boston, Mass. POSSIBILITIES OF THE PSYCHOLOGICAL DRIVERS TEST J. Robert Clair, Director of Safety, Checker Taxi Co., Boston, Mass. I believe that most of us, are utilizing those usual precautions and safeguards which we thinly will protect ourselves in the selecting of careful and competent motor vehicle operators. . With a few minor elab orations, I do not/ know of any startling changes or deviations from the routines which, I am sure, we are all using or which we have heard ably discussed on some past occasion. There is, however, one development of which we have heard a great deal lately. It gives promisejof revolutionizing our employment methods. So if I am to report to you the latest bulletins in the field of the selec tion of safe operators, I must tell you something of the socalled psycho logical test. -T It may prove surprising when I state that tests based upon studies of occupational motions are nothing new. As early as the year 1700 there were made time and motion studies of different classes of work. The first applications of psychology to physical operations were made simultaneously in 1913 at'Harvard University. and by the former East Parisian Tramways in France. During the war years, the methods applied in choosing men for air service were guides to psycho-motor tests for women operators of the former Parisian Tramways. Army tests of this nature, as applied to 20,000automobile drivers_\showed nearly 20% unfit and that ability decreased from 40 years of _age on. Examination of the results indicate that failure to start with a pre cise analysis of the job ofjbus or truck driving has caused disappoint ment in many cases. This analysis must he based upon a greater mo tion study of vehicle operation, under both the diverse conditions of actual running and oC laboratory test. We shortly hear from Dr. Snow and the drivers' tests which he de veloped under the auspices of the National Association of Taxicab Own ers and which he is now carrying on in Chicago. Taxicab and Delivery Section 106 Dr. Snow's tests have received very substantial publicity and I t lieve that most of us are more or less familiar with his work. Brief! it is claimed for these tests that they are capable of picking- out tl men of the greatest earning capacity; that they can discover men wl have had most accidents over a given period of time, and finally, thi they are valuable generally in selecting the safe from the unsafe dri ers. Dr. Snow tests for intelligence, for carefulness and for fear tin reaction. These qualities, when found in the necessary degree, couple with.certain physical requirements, seem absolutely essential to the saf efficient driver. The three qualifications' go hand, in hand. If one : isolated in an individual, the other two remaining absent, our pictui is incomplete. Dr. Snow's tests seem logical and represent a gene ous step in the right direction. It is safe to say, however, that they ai not the last word. ^ The American Medical Association has recently made a careful stud of the causes of motor accidents with a view to formulating certai physical requirements for motorists who apply for operator's license: Among their recommendations are as follows: They propose that the applicant produce a physician's certificate; the they have no disqualifying defects of legs or arms; that they have certain minimal vision with or without glasses; that they have ad< quate mentality and reasonably sound heart action. The American Automobile Association advances the contention tha a prospective motorist should be made to display his ability to bac the vehicle, steer, start, shift gears, stop and turn. They should b Judged for poise at the wheel, ability to watch the road while malvin, geer changes or otherwise changing the controls and their skill i; steering cleverly In and out of bad situations. The Association recorc mends competitive driving contests through especially created "show traffic and over slippery paving. The whole plan being advanced is ti effect a reduction of motor accidents by conquering "Ignorance." Now comes Dr. W. V. Bingham, of New York City, Director of th< Personnel Research Federation to say in a recent report to the Na tional Conference on the Science of Politics: Professional Drivers Believed To Be In Fewer Accidents "Data gathered over a period of years show a greater proportion ol accidents among professional men, doctors, lawyers, and business mer than among delivery hoys, truckmen and taxicab drivers." -This conference endorsed a proposal to urge municipal authorities to establish bureaus in connection with the traffic courts, where reckless drivers repeatedly involved in accidents or charged with carelessness could be referred for medical and psychological examination as to theii competence and tlieir constitutional and temperamental fitness to drive automobiles. Dr. Bingham advocates that these tests should include psychological tests of reaction time. Judgment of distance and correct ness of reaction under conditions of surprise. The Doctor's conclusion 1066 Fourteenth Safety Congress was that there is a great need for better data and more thorough analy sis of the underlying mentaL causes of accidents. To go further into the detail of tabulating the latest developments or results of the psychological and allied tests as applied to vehicle operatorq would probably be to become uninteresting and dully statistical. There are a few thoughts which I wish everyone would carry away with them in regard to the matter as a whole. They are these: Our highway safety problem has a threefold aspect--the mechanical equipment of the vehicle; the local traffic conditions and lastly, the driver. The latter factor, which is our old friend, the Human Element, is, as usual, ithe paramount consideration. We know that there is no such thing as a fool proof machine, nor is there any other combination of physical conditions which can be guaranteed as absolutely safe. An unsafe human element will at once create a hazard in spite of safe sur rounding circumstances, or equipment. If we have ample assurance that a driver of a motor vehicle is physically and mentally adapted to safe and proper operation, we are approaching as near as we can to an ideal accident insurance. Important as the mechanical and the traffic conditions are, they must come .secondary. The psychological test for drivers has been advanced as a key to our tremendous problem, which is of sufficient proportion to merit a serious consideration of any suggested cure. The searchlights of international and scientific investigation and experiment are beginning to play upon the psychological test in the hope that a clue- to the panacea for which we seek majr be revealed. It Is no time for us to be blinded by prejudices which arise from ignorance of the matter at Jhand. We are seeking for a mental test which must be* practical, which must be just, which must be reasonably accurate. Doubt, if you will, the practicability of these drivers' tests as you know them, but let your doubt be an inquisitive one. Det it be a constructive doubt, let it be active. The bit of investigation which you may be able to contribute may shed the required ray of light on a particularly dark corner. In:Boston, during the coming months, my or ganization is going to try very hard to contribute something pertinent and practical toward the development of the psychological test. We are already sold on its theory. DISCUSSION Mr. Saxborx: I would like to ask if costs have baen determined on this method of selecting help, and whether those methods can be prac tically used in a small organization. How large an organization must you have before you can begin to use that method effectively? Mr. Clair : I have a letter from the Psychological Corporation, mak ing an arrangement with Dr. Snow or the National Association to bring to any individual fleet owner the equipment and services of a trained man- as regards the installing of Dr. Snow's tests as they are today. 1 Taxicab and Delivery Section 106 HOWCAlN we educate the drivers and the publi SO'THAT THEY CANNOT OFFER IGNORANCE AS AN EXCUSE? Sam H. Hilmes, Secretary--Yellow Cab & Baggage Co., Omaha, Nebrask "Ignorance of the law excuses no man/' Is a well established rule h the courts. Yet it is obviously unfair to expect visitors in a strange cit; to know all of the local laws, ordinances and rules. Traffic laws an< rules have been developed under such a stress of circumstances that eacl community has rules differing from the city last visited by the tourist. Motorists can be educated through commercial vehicle drivers schools women drivers schools and other instruction usually given under th< direction of a community safety council. One of the most successful ways of education in the traffic law is through the school children. Parents listen carefully to children and appreciate the ideas which provide for their safety. Junior Safety Coun cils and the text book system, of safety instruction in the public and parochial schools of a city should contain not only fundamental safety rules, but also detailed instructions as to local traffic laws with the pro vision that the children should prepare at home, with the help of parents, a paper to be corrected by' the teacher and returned to the parents. Standardization of Traffic rules is advocated, yet it is impossible to take from any community the right to provide rules that are workable under local conditions! The simple rules of safe driving are so well known that I am not go ing to mention them here. The best rule of careful driving is the idea of courtesy and the Golden Rule. The solution of the traffic accident problem consists Of driving home the idea of the rights of others, which both pedestrians and drivers should respect. Adequate and proper marking of arterial highways and dangerous intersections should be given the necessary attention. Distribution of local traffic codes can be handled by giving a copy with each state license plate, by having traffic policemen, bridge tenders and others who comtrUirectly in contact with motor car operators, es pecially tourists, hand out copies. Interchange of local traffic rules withr oilier cities through, the police departments, community - safety councilsi. ; utoinobile clubs and chambers of commerce will enable tourists to se cure the rules prevailing in cities they plan to visit. These leaflets should contain directions showing the least congested way to enter the city and any hazards likely to be encountered. One of the most effective ways to decrease motor vehicle accidents- fa to require a mental and physical examination of all applicants for a. motor car license. This, of course, means an increased personnel but the reduction in accidents and the terrible cost thereof would amply re pay a state or city for such an outlay. Two years ago, at the suggestion of its safety committee, the National A 10GS FowrtwitfA C*grrm Professor of Applied Psycbok^y. Northwestern University, Chicago, to make a series of tests, to obtain information which wonld be of benefit to the taxicab industry, and help curtail accidents. As a result, some cab companies now require a psychological test that indicates the reaction of an individual to moments of excitement. This has reduced accidents 34 per cent for one company, and will no doubt soon be adopted by a majority of cab operators throughout the country. Whether this can. be made possible for pleasure car drivers. I am not so sure, but it is one way to surely reduce accidents. Public service corporations can well undertake a program of safety in struction where there is no community safety council, and when there is a council cooperate in spreading such information. The force or example and public opinion should bring enough pressure to bear on operators of motor vehicles to make them careful drivers. THE PUBLIC ATTITUDE TOWARDS THE DRIVERS OF MOTOR VEHICLES AND HOW TO IMPROVE IT THURSDAY MORNING SESSION George T. Kenney, Director of Safety, Yellow Cab Co., Chicago, III. The attitude of the public toward the driver of motor vehicles is the attitude which the driver himself creates. It is the attitude of the cab driver that makes or breaks jeab companies. It is the standard of its drivers by which all cab companies are judged. We should all recognize that public opinion is the great American ruler. We should seek to earn the public's good will. You cannot exist or hope to continue In business without it. ; My interest, of course, is in the cab business a,nd of necessity we must know what the attitude of the public is toward the men we employ and how can we improve it. I have always contended that the cab driver occupies the same position as a clerk or salesman in a store, the only difference being that he sells cab service instead of merchandise. The clerk in the store is under the constant personal supervision of a man ager or floor walker and any offense he might be guilty of may be properly detected and punished. But thej cab driver is to all intents and purposes a free lance under the actual supervision of no one in authority. He must rely wholly ou his own abilities, and his attitude is just what he wants to make it. The cab driver's attitude jand conduct determines the attitude and conduct of his passengers and jhe public generally. If he is discourteous, indifferent, slovenly, careless or reckless, he arouses natural resentment in the minds of his patrons and the public represented as it may be by the pedestrian--or motorist whose rights have been violated or whose life or property may have been jeopardized. There is the danger of the _acts of those few bringing condemnation down on those who really try to drive and act right. It isn't infrequent that the carelessness or; recklessness or discourtesy of one man will Taxicab and Delivery Section 10< . bring down the wrath of the offended individual on a whole innoce organization. Of course it isn't fair to condemn many tried and tr fellows for the acts of one. But it often happens. Anyhow we do n control the opinions of those individuals that go to make up the publ If we did the problem of good will would be easy of solution. The cases of unfairness, while not infrequent, are the exception. As a ru when the public is in a mood of resentment you can pretty near cou on it that it had cause to be. The American Public, more than ar other under the sun, is swift in condemnation but as a rule it does n condemn without cause. It is inconceivable that any driver of common sense can treat tl public with insolence and disdain and still hope for its respect and favc Yet you and- I know as a matter of fact that too many of our drive: lack the make-up and the courtesy to win public approval as safe ar efficient drivers. ^ I say courtesy, gentlemen, because! after all this question of safel in which we are interested and which brings us here today resolve itself into the matter of courtesy. Courtesy is the solution of this pro lem of safe operation of taxicabs and other vehicles. A courteous driv< is a safe driver because he does not violate the law, company rules nt the rights of others. He has consideration and respect for everybod. He drives the way he would wish others to drive. He is a firm believi in the Golden rule. ~ Courtesy Wins Confidence of the Public Courtesy is the thing that wins public confidence--good will. An after all, gentlemen, the success of any enterprise depends upon thi good will. It is thn greatest asset your company or my company o any other company that depends on the public for support can have. In Chicago we of the Yellow Cab Company hold itt high above th< value of our 3,000 cahS. We regard the good will of our company a its most priceless treasure. We know the value of it. We know tha without it we would go the route that forty, or fifty other cab com panies have taken in Chicago in the last ten; years. The route tha leads only to disaster and bankruptcy. Ho cab company can gain th confidence and good will of the public unless it bids for it with system order, organization and responsibility both moral and financial. Mora responsibility is the- responsibility that takes into consideration th* welfare and safety of patrons and the public alike. Moral responsibilit; is the responsibility that provides for safe and courteous drives. Mora responsibility is the responsibility that seeks to build up public goos will. It/ is a responsibility that sooner or later we are all bound t meet. To attempt to dodge means only final disaster. To meet this responsibility you've got to raise the standard of th< men you employ. The driving of cabs must pass out of the hands o. the roughnecks and into the hands of men who realize the dollar valu< of safety and politeness. If employers will refuse to hire men of lov intelligence, or men who have always had rough or questionable associ 1070 Fourteenth Safety Congress ates, the standard will be raised at once. If your men are schooled in courtesy and poli teness--if they can be trained to consider the lights of others your accidents will be reduced. Your cab business will increase with leaps and bounds. The success of the cab business depends 90 per cent on the men at the wheel- We all know that. They are the only ones in the organ ization which come in direct contact with the public. And if the peo ple who represent us are not fit to represent us, how can we expect to make of this a lasting and paying industry. When John Hertz created the Yellow Cab one of his dominating ideas was to instill politeness and consideration into the hearts of his driv ers. He knew the actual value of it. He knew it was absoltuely essen tial in order that his dream to rescue the cab business from chaos might be realized. And. in order to give the men the right incentive to be polite, whether they naturally want to be or not, he saw to it that they were well paid, well cared for and treated as human beings. He left them nothing to ask for, and considered that this was the way to, create efficiency. He recognized efficiency as being, not alone the ability to drive, but the ability to sell cab service -with a smile--the ability to win the favor of the public--the ability to think, speak and act like gentlemen and business men. Before the Yellow Cab came into existence, the cab business in Chicago was a shame and a disgrace. But the standard he set in the employment of men changed those con ditions during the first year of Yellow Cab's history. DISCUSSION H. J. Gbcub (Cleveland Yellow Cab Co., Cleveland, Ohio): Does it take two weeks for your drivers to get a license, with finger prints, and every thing else, like it docs here iff-Cleveland? If you finally get a man in Cleveland, he has to go through two weeks of red tape, and maybe longer, before you can put him to driving. Then, every year he has to get a renewal, and it takes days to get a renewal. The police look up their records. They are supposed to look back for ten years. Some fellows get their licenses In two or three days, but the average man t\ ho gets in is discouraged before he is started. That handicaps us in getting drivers--the length of time it takes to get their licenses. Mr. Kex.vkv: The formalities arc not many to obtain a taxicab license in Chicago. We apply for the license of each man that goes to work for us. Wo don't make that application until he has gone through our school, so that when he is ready to drive we have his license for him. We don't take in any man with any sort of a criminal record. A man has got to have a criminal record before we turn him down, although there are lots of men we turn down who don't have a criminal record. ADJOURNMENT Textile Section September 29 and 30, 1925 H. W. DONALD, Chairman District Manager, Engineering Department, American Mutual Liability Insurance Company of Boston, Boston, Mass. G. W. COOK, Vice-Chairman Supervising Inspector, The Travelers Insurance Company, Springfield, Mass. B. W. GRIFFITH, Secretary J. & P. Coates (R. I.) Inc., Pawtucket, R.- I. TUESDAY MORNING SESSION HE MEETING convened in the Hotel Statler at 10:10 o'clock. H. V T lonald. DistricVManager, Engineering Department, American Mutu; Liability Insurance Company of Boston, Mass., presiding. Chaibmax Doitax-b: I have an idea that there is about $10,000,0C spent every year in compensation for accidents in the textile industr in this country besides the insurance aspect of it. We know there ai many other expenses, like suffering and unhappiness, that come in a industries with the accidents that happen. We know accidents do ha] pen in the textile industry, and it seems well worth while that we com together and develop this part of our business. In fact, we would b neglecting an important feature of our business if we 'did not have ou safety interests, as all industries have today. This is very eminentl demonstrated by the Congress and the people who are here. REPORT OP THE BULLETIN COMMITTEE Db. Geobge H. Van Embdbgh, Jk. (The Clark Thread Company, New ark, New Jersey) : Ac the start of our time last year, we circularize! 121 in the textile industry who were members of the National Safet; Council, and we got something like 38 replies the first time asking u: for a little more definite information about the preparation of th< Textile Bulletins. ~ I had several replies which said that the bulletins were prepared b] the National Committee and the industry concerned didn't see why the) 1071 1012 Fourteenth Safely Congress should bother to prepare any. They apparently forgot that the national depended on them for the preparation of the bulletins. Then I went to these same concerns with another series of letters and we finally landed on 25 real live concerns and all of them came through with help in the form of suggestions. In other words, while Mr. Don ald told me we were to prepare 12 bulletins, 38 were acceptable and four or five were only general in nature. Ohaibiian Donald: In Connection with membership, the chairman of the Membership Committee is not here. I might say we got together a large prospect list, taking it from the Blue Book Directory, and that is in the hands of the Council. I think it will be used in the further development, either of membership or in passing out any- of the informa tion that we get in this section. I will have to appoint a Nominating Committee. I am going to ap point myself, Mr. Keefer and Mr. Hepburn, whom I see here. A QUARTER OF A CENTURY OF SAFETY AND WELFARE DEVELOPMENT IN A TEXTILE PLANT A. L. Emery, Agent, Wamsutta Mills, New Bedford, Mass. In considering the scope of = the subject assigned me, which actually measures the time of my connection with cotton mills, it occurred to me that perhaps many of you would expect me to arrive at this meeting in a wheel chair. If that is so perhaps the statement that I started working in cotton mills when seventeen years old and have always been keenly interested in my own personal safety and welfare development may in a measure explain why such means of transportation is as yet unneces sary. It Is said that the first hundred years are the hardest. Whether ox* not that's true, I can't say, for I have been at it only a quarter of that time, just twenty-five years, but if the experience gained in that time will be of interest to you I amTindeed glad of this opportunity to outline to you the conditions under which we are trying to carry on our welfare work at the Wamsutta Mills. Safety work as carried on- in the textile field has progressed rapidly during the past few years. Twenty years or so ago, little or no attention was given to this subject. When I started in the cotton game twentyfive years ago as a roving boy, I knew nothing about the general proposi tion of industrial safety and actually had no other interest in accident prevention work except to keep myself from being injured, and I dare say many of my associates did, not even take that interest in their own welfare, for the accidents were numerous. While I was not employed at the Wamsutta Mills twenty-five years ago, I am familiar with general cotton mill conditions at that time, and conditions here were the same as in other textile plants. A brief description of the working conditions at that time will make it easy Textile Section 1073 tor you to realize that little or no attention was given to that important phase of the work--the prevention of accidents. The plant, which is one of the oldest cotton mills in this country, ai that time consisted of seven buildings. The machinery had been in use thirty years and without the slightest thought being given to the installa tion of guards for dangerous moving parts or gears and belts. We had at that time about 2,000 looms, 100,000 spindles, etc. Is it any wonder then, that the accidents were many and the injuries severe at that time. .Experienced workers were plentiful and positions hard to obtain at this particular time, which is just the opposite of conditions today. Later, as a foreman or second hand, somewhat responsible for the cost and production of my department, I unconsciously when seeking new employees chose those^who were experienced and by their ability to work efficiently and steadily knew how to avoid accidents. In this way I was assured of maximum production and saved the cost of breaking in new employees and the= possible resulting lost time from frequent acci dents. New Law Resulted in Real Interest in Safety. Our first real interest in safety work and employee welfare develop ment was forcibly demanded of us by the passage in Massachusetts in 1912 of the first "Workmen's Compensation Act in the United States. It Is true that previous tp that many textile mills, as well as our own. took care of their employees when they had been injured, but the added cost of insuring all employees against the possibility of accidents under the new order of things. Compensation Insurance, brought home to the man agement the need of interesting all the employees In safety work. Then there is another big reason for our giving attention to this work, and that is from a humane standpoint. Any man who employs labor does not wish to see his employees crippled, disfigured, or in any way caused to suffer, so necessary precautions must be taken to prevent accidents. There are many ways this may be done. Each plant has its own particular problem to solve, and I have found that in order to get results, it Is necessary to carry out some sort of an educational program in order that the employees may gather information about safety work. An executive cannot expect to get results unless he impresses upon his foremen the importance of safety work. The foreman must be vitally interested, as he is the man to put the proposition into effect. While some one man may be in charge of safety work and get excellent results, it is my opinion that much better results may be accomplished through the foreman. He Is the man who is constantly in touch with the employees, knows their habits, work and dispositions. They, in turn, know him and it is my contention that a man who is practically living with the employees can put into effect many things which a superior would find very difficult. Of course, if the foreman is not the right sort of man for his position, a man who is not vitally interested, results cannot he obtained. Then it is time to make a change. In starting a program of this nature, there are always some men who v, 1074 Fourteenth. Safety Congress will take hold of the proposition and obtain results much more quickly than .others, but in my experience I have found that they will all fall into line. If by chance they do not, perhaps it is the fault of the execu tive. _ I am frank in stating that it has been comparatively recent that I, myself, have realized the amount of suffering that could be eliminated and the money that could be saved by giving this matter serious consider ation. We cannot always expect to get something for nothing, and to show our appreciation of the co-operation of our employees, we spend a considerable amount of thought and money in recreational features, to which I will refer a little later. Recreational features are things that must be bandied very wisely. It can be overdone, and our very purposes defeated. One of the first factors is to have the individual understand that something really worthwhile is being done for him. Many times he will take all this as a matter of course, but features can be added once in a while that will bring to him the realization of the interest taken in him. =T7_ Numerous Recreational Features at Plant About five years ago we insured the life of every person in the plant. This ran along until abouL one year ago, and then in canvassing the plant we found many who did not appreciate the value of this policy. The policies, in many instances, were taken home and put in places where they could not be found. We then decided to change the form ot insurance by requesting each person who wished insurance to pay about 10% of the premium--the company to pay the balance of 90%. Eighty per cent of our employees are now insured under this plan, and new names are being added each week until I believe it is only a matter ot time before we will be close-to 100% insured. Do you suppose that the employee today does not realize what lie is receiving? I have only cited Ihe above to show the importance of .having these people know and appreciate, just what is being done for them. We have numerous recreational features at our plant, such as base ball. soccer, bowling, volley ball, basket ball and other athletic programs, in addition to an annual clambake and outing for the girls at one oi ihe nearby beaches. There Is an overseers' or foremen's association that has an annual banquet. Most of the athletic teams have a banquet at the end of each season. These activities are all controlled by an athletic association, which is composed of and run entirely by the employees in the mill, rather than by the executive force. .This idea is to bring together the employees of the Wamsutta Mills so that they may become better acquainted. ri I might add that I always make a personal effort to attend as many of these affairs as possible. Many of the so-called grievances that arise in any organization may be easily remedied if we understand the tem peraments and become better acquainted with the individual. I know ol' no better way than this of which I speak. Textile Faction 1075 One of the most interesting experiences that I have had In the years I have been at the Wamsutta Mills is the "get together," so to speak, of the employees at the end of the baseball season. There is an industrial basball league in New Bedford, and so many teams are interested that they are divided into two leagues, and. the games are played off in a series for the championship of the city. Nearly all the workers at the plant go to these games, from the highest executive down through the entire line. This comrHSn interest cannot help but bring about definite results. It also brings the inside worker out into the sunshine and fresh air, and works as a special benefit to many of the younger men who would otherwise be hanging around pool rooms or other such places. It is usually hard to teach an old dog new tricks, and It is the same with some of our old employees. It takes time to change their ideas. These older employees are naturally dropping out and are being replaced by younger people, and we make it our duty to teach and lead them along the right paths at the beginning of their employment. We issue to each new employee a book of instruction for his guidance. Many c-f us make a mistake in trying to put through a proposition of merit, without first looking at it through the eye of the operative. It might be the best idea in the. world, but will not prove a success unless it can be thoroughly understood by the operative. The easiest proposi tion in which to interest the worker is that of the recreational features, and, of course, that is only natural but we have found that the interest taken in the competitive sports and social gatherings which are fos tered by the mangament makes it a great deal easier for us to obtain the cooperation of practically all the employees in that other important feature of their welfare--The Safety Work. We maintain for the benefit of the operatives a fully equipped plant hospital. There are two regular registered nurses always in attendance and a doctor holds a clinic there during the morning of each working day. He is also on call at other hours. The health of the employees is given attention, as well as the treatment of accidental Injuries. Visits to the workers' homes to look into the welfare of the. operatives' families are also quite frequent. Our cafeteria is also a popular feature of our welfare program. Meals at noon are served at a nominal cost, and we feel the actual bene fit derived is reflected im the health and spirit of the operatives. How Safety Activities are Conducted1. At the Wamsutta Mills we carry on our safety activities under the following plan: All overseers, consisting of about 35 members, constitute the general safety committee. The responsibility for the safe operation of the plant is placecL directly upon this organization which holds meetings once each month at which time all accidents which have occurred during the preceding month are carefully reviewed and rules or recommendations are formulated to avoid a recurrence. These meet ings are conducted in the form of round table discussions, and the views given by the different members are of great benefit to the plant, not 3 07G fourteenth Safety Congress only in promoting an intensive interest in accident prevention work, but as a direct resalt also in increased production. Directly under the general safety committee we have a smaller working safety committee which meets every two or three weeks, or as the occasion arises requir ing immediate action. The. committee consists of four overseers, a nurse, the employment manager and plant safety inspector, and reports direct to the general committee. All members of this working com mittee attend the meetings each month of the general committee. In addition to these separate committees, meetings each month are held which all of the second hands or assistant overseers attend and receive the report of the general committee- The procedure of these meetings is identical with ^hat of the general committee in that the accident reports are reviewed and recommendations of the working com mittee and plant inspector are carefully considered, except that this committee has no choice in the matter of complying with the suggestions issued by the general committee. The responsibility for the organized safety effort being placed in the hands of the general committee makes it incumbent upon the second hands' committee to immediately act upon any recommendations which are referred to it by the general committee. The real policy of accident prevention originates with the general committee, and then passes through the committee of second hands until it finally reaches the operatives themselves through the thirdhands. who also meet once aT month to discuss the real problem of safety which is to make the worker safe at his work. The third hands are the real foremen, the real leaders and are in closest contact with the v orkers. When the foreman asks for help in carrying on the work without accidents the operatives are usually anxious to do everything possible to meet the request, just because the foreman, the one who knows their problems, understands their moods and peculiarities, knows the machinery and working conditions and their actual duties, asks it. That I believe is as it should be and outlines the real contact with the operatives and our successful method, of reaching the operatives in our safety work. The plant safety inspector makes a weekly report of all hazardous places lie has found, and immediate steps are taken that they may be remedied. I would also like to add- that there is generally present at our meeting a representative of our insurance company, and the value of his suggestions and recommendations cannot be overestimated. Printed Safety Slogans in Pay Envelopes. We have adopted many features in an effort to inspire a spirit of self protection among- the workers and to have their whole-hearted, support in our endeavor to obtain a favorable accident record. One of these is to enclose in the weekly pay-envelope a printed card showing a safety slogan--a different one each week. These cards are number consecu tively from 1 to 2300, so that each operative receives a different number. The giving out of prizes, $3.00 for first, $2.00 for second and $1.00 for third to the holders of the lucky cards as a result of the weekly drawing. Textile Section 107`i assures us that the slogans are read and saved, for the holders of th< l>rize winning numbers must present the properly numbered cards t< receive the prizes. Only those who have been successful in avoiding an accident during the week are entitled to the prizes. If one holding i prize number happens to have been injured during the week, he is noeligible and another drawing is made. This tends to make even employee very careful, and it is really surprising to note the interes taken. A box of cigars is distributed to the foremen if there has noi been more than three lost time accidents during the preceding month A poster campaign is_also carried on and new posters are put in plac< monthly, and prizes given for the best slogans to put on them. Th winning slogans in the last contest were: No. 1 Safety to all means dollars and cents. But the higgest thing in Safety is Plain Common Sense. No. 2 Sorrow t A-Ches Failures Everlastingly arc. the price of Carelessness. No. 3 A. careless worker is like a contagious disease. If allowed to_continue, he soon affects the morale of his fellow workers. Always try to work safely. We have only recently started to examine onr employees for certaii physical defects, but in my mind it is only a matter of time before i thorough examination will be compulsory. Bills are being constantly brought before tire legislature which will increase the burden of com pensation, and while many of them do not become laws, it is obviou: that in time many of them will, and the employer of labor will b* forced to put his employees through such a rigid physical examinatioi that many will not be allowed to enter the plant for work until th< defects are remedied.. Undernourished Employees Get Bottled Milk Daily. A great deal of time and money is spent on the upkeep of machinery in order that propermuality of work may be obtained. A man is a sor of machine and requires the same sort of attention and even more t exercise his ability to the highest point. Why shouldn't we spend tim< and money for his upkeep? He is not our personal property, but hi: product is, and it is imperative that he be kept in the best of physica condition. To that end, we provide to those employees, mostly th< younger ones, who are under weight or apparently undernourished a pin of bottled milk about 10 A. M. and 3 JP. M. each day, and it is certainly comfortable feeling to realize the amount of real good that is accom plished by this feature. You have listened very patiently to my personal views with regard t< safety, and how it is carried out in the Wamsutta Mills. I have no 3 078 Fourteenth Safety Congress traveled over a greater length of time because we have only understood the work and found its real value during the later years. Previous to this time we were drifting a good deal as a ship without a rudder. It has indeed been a pleasure to be present at this convention. As 1 have before mentioned, I do not place the records of safety at the Wamsutta Mills at the top of the ladder, for I realize there is yet a great deal to be accomplished, but I do feel that the work is handled by our company has been of great value to us and our operatives. Any success that has been attained has not been through the individual efforts of one man, but the united cooperation of each and every man in our organization. \w urp. ait naturally very proud of our product at the "Wamsutta Mills which we describe in our extensive advertisements as "The Finest of Cottons," but we are also just as interested and proud of our workers who have made it possible to manufacture that product with" safety to themselves- Without their earnest help, neither could have been possible. SAFETY IN TEXTILES IN THE NEW SOUTH Pi Stanley Llewellyn, Watcree Mills, Camden, S- C. Every time I hear the expression North and South applied to dis tinguish two sections of this great country of ours I recall a toast that I heard at a meeting o officers back in war days, which goes something like this: "Here's to the boys of the cold grey north Far off in the fields of France. May the spirit of Grant be with them all As the boys from the North advance. Here's to the boys from the sunny South Far off in the fields of Franc?. May the spirit of Lee be with them all As the boys from the South advance. And here's tocthe boys from the North and Far off in the fields of France. May the spirit of God be with them all As the boys from America advance." South Thank God there is no North or South today, but a United States, bo*h banding together on big7T>rojeets, clad in the same uniform, sing ing the same songs, and striving for the same goal. Gne of the greatest of these projects is the safetyT>f those with whom we work. Having worked in cotton mills both in Massachusetts and S?uth Carolina I have had a chance, in a small way, to observe each field. In order to be able to give you as clear a picture of this as possible, I Textile Section 1079 have checked up with David Clark of the "Southern Textile Bulletin," of Charlotte, North ^Carolina, and with L. I*. Arnold, editor of the "Cotton," Atlanta, Georgia. The last named, I believe, is the man who should be here today to talk to you on this subject. Georgia, accord ing to Mr. Clark, has done more than any other state in the South on a definite safety progam. If anyone is interested in the progress of the Southern cotton mill which has been made in the last twenty years, write Mr. Arnold for a copy of the twenty-fifth anniversary num ber of "Cotton." Presents Word Picture of North and South We believe that we have greatly to our advantage, in the South, the fact that the average textile mill management in the South gets full cooperation from all the employees.. This is due to a personal feeling for the employee on behalf of the management, because in a large number of cases they' live near one another in the same villages sc that when safety or any other good project is taken up by the manage ment it is immediately taken up by the employees, without the antagon ism and friction sometimes found where there is no such contact where a large percentage of the employees are of either foreign birtl or foreign extraction.. Compare this picture with the Northern mill with a large percentage of foreign labor, which makes it more difficult to tell the story ol safety. One is not confronted in the South with the problem of hov to tell the story in "several different languages. We do not have t< decide whether it is more to the advancement of education to print al notices in English, which would be an incentive to all to learn English or whether it is safer to put up notices in Polish, Greek, Italian, etc. so that all will be sure to know the policy of the management. A typical mill in which I worked in the North had about two thousand employees. We had groups of mill houses in which lived four hundree men, women and children. Out of this number tvyo hundred wer> workers in the mill, or in other words we housed ten per cent of th< people. A Polish village was on one end of the village, then a grouj of English speaking peopleand overseers in another part. Each o these groups was different. When the mill closed Saturday noon, o even each night, our responsibility for the people closed with it. In the North we had our nurses hut because of the expanse of tei ritory where the mill people lived, some of whom commuted, to nearb; towns, their work was practically finished with the closing of the mil) In the South the dispensary and nurses' home are generally found ii the center of the village and the nurse's work is never done. Southern People Appreciate Value of Safety Work With the steady Increase in the South of such agencies as con munity houses, schools and school attendance, mill nurses and doctors 1080 Fourteenth Safety Congress safety campaign, than is possible without such a completeness of organization. Let us now go through, step by step, what is being done, to be sure not to perfection yet. We have not, in many cases, the safety engi neer with his corps of assistants, nor have we the elaborate systems and methods which are found in some other parts of the country, but we have started safety work in the South and it will grow as it is prop erly explained and nourished. In our own unique way we are teaching the story of safety. The mill manager realizes that a lessening of accidents; the building up of the health of his people, the saving, per haps, of the lives of his friends, can all be accomplished through an organized safety program. On further study he learns what a direct cash saving can be made in his insurance costs and a decrease in absenteeism and labor turnover, which we all know is a factor today in keeping our costs low. He feels, as do managers in all other parts of the country, that these facts warrant a safety program. You all know how this program is put in force in your respective plants. I will now try and show yotThow we proceed in the South where our close contact with the people comes in good stead. With the safety program decision made, the 3nanager calls in his overseers, personnel manager and nurses. He explains the value of this definite step to these key men and the following system is used in some of the mills in the South. The first council'is usually made up of overseers and sec ond hands, and never meets" without the superintendent, manager, or agent being present. The nurse and plant doctor also attend these meetings. The committee meets once a month and all accidents which have occurred are brought up by the nurse or doctor and discussed in detail. The prevention of the recurrence of such accidents are then thrashed out. At our last meeting we found that most accidents in the mill were due to falls, particularly on slippery floors. Out of this has come the ex periment of applying a floor^ dressing of oil and wax and the elimina tion of scrubbing- The floors are kept swept, and a darky with an oiled mop scrubs up around the cuspidors. If this works out we will oil all the floors. This preparation contains a disinfectant and is more sanitary than scrubbing. It Javes floors, soap and scrubbers. We found goggles would not be worn because we had but one pair over the emery wheel. Individual goggles were issued with marked results. The nurse makes daily inspections' of mill and weekly inspections are made by a general inspection committee. Safety bulletins and rules are posted throughout the mill. At least once a year mass meetings are held. Some mills have mass meetings in their respective departments with talks on the specific hazards of each department. With this much done in the mill proper we carry the program to every man, woman and child connected with the plant. The nurse, who is a member of the safety council, in her daily rounds Textile Section 10S1 in the village, has a splendid opportunity, with her knowledge of hygiene and sanitation, to scatter seeds of safety and preventive ideas in the home. In the^church on Sunday and at prayer meeting on Thursday the preacher dwells on the habit of carefulness in every walk of life. _ Store Manager In Sympathy With. Mill's Policy The store manager keeps up with the mill's policy. He learns from the talk at the recreation hall or Y. M. C. A. by the agent, superin tendent, or doctor, that flies are carriers of germs, and that old cans are places where mosquitos breed. Therefore, he requisitions screen covered boxes for his fruits and vegetables. He invents something to crush the can, and I have known cases where even an incinerator appeared. In the school, both-the mill school and kindergarten, the teacher is told about the safety movement and the children are taught not to cross the highway without looking up and down. They are told why vaccinations are made and how essential the tooth brush is in prevent ing diseases. The monthly meeting of the board of aldermen in our village, is on Tuesday nights. When, new business is called for, some fellow starts on safety and after the meeting, one may read in the recorder's book something like this: "1. No sling-shots or firearms shall be used in the village. "2. Speed signs will be posted forbidding excessive and reckless driv ing. -= "3. Cows will be pastured in a place allotted for them. "4. On path across dam two lights are out. Replace them. "5. Bridge over branch on highway should be inspected and if dan gerous replaced.'" After the business meeting the mill doctor tells us how five millior men were inoculated in the army and no casualties occurred because of typhoid fever. He explains in plain language the streptococcus germs and sounds the note to get the cut looked at at once. A month or two ago a case of smallpox came into our village ant anther case appeared in a day or two. Immediately the board o health at Columbia S. C., was notified, the two houses were quarantined and to my surprise, because of the educational work which had beei done from time to time, three hundred and fifty-two people of all agei were vaccinated, and an epidemic was avoided. If this same thing hat occurred five years ago I doubt if we could have vaccinated fifty people It would be easy for me, but probably tiresome for you, to give yoi many examples of how, through education, the mill people of the Soutl are taking hold of the most scientific methods. Our safety work is no advanced as far as yours in the North, hut, as I have tried to point oul we have started and this work will be developing more and more eac] year. . irur ivomn aajeiy uongress In conclusion let me say that I believe that out of the mill villages tomorrow are not going to come emaciated, washed out, destroyed Anglo-Saxons, but statesmen, physicians, editors and industrial leaders, as well as a strong, healthy class of high grade American workmen. Safety will play its part, and a very important part it is, in this accomplishment. SAFE METHODS OF BOILING STARCH C. J. Alger, Com Products Refining Company, Chicago, III. It was recently brought to our attention that in the opinion of some of the representatives of the Textile Industry, that the boiling over of contents of kettles was more frequent when thin boiling starch was being treated, and that little or no trouble was experienced when thick starch was being boiled. ^ This subject has received for a considerable length of time, serious consideration on the part of our chemical department, and because of being closely in touch with the Textile Industry, it is readily agreed by all that starch, kettles frequently boil over, causing accidents, and is likely to occur more frequently with thick boiling* starch than thin boiling starch. Recently our attention wasrealled to tentative regulations that were being prepared, wherein reference was made *lo the revolving blades of the agitator in the kettles -Should be turned in such a direction as to cause the starch to be impelled downward. In our opinion if the paddles are not properly covered with the starch paste, there will be a splashing effect regardless of what the direction of the inclination is. and we believe that the splashing and boiling over is due to the injection of the steam than the direction of the paddles. Reference is also made in the tentative regulations to the effect that the best practice is to keep the cover on the kettle tight at all times when the steam is on, and not to remove it until the steam valve has been closed. We believe that it would, not be practical to observe this regulation in practice because at is necessary for the operator to look into the kettle from time to time to observe the boiling process, unless some other means is adopted whereby the cover can be kept in place and the boiling operation observed by the operator. To overcome this condition. We believe that safety valves or opening vents should be provided to allow steam to escape, providing the boil ing kettles are kept closed tightly and we believe that the boiling can be regulated safetly and ad%rantageously If the following facts are taken Into consideration:-- We believe that the main carae of starch kettles boiling over is due :o the fact that the steam is usually supplied by a %" steam line pro vided with a valve of corresponding size. This size is usually selected n order to bring the mixture to the boiling point as rapidly as possible, tnd the custom is to use a full supply of steam. There is, of course, no Textile Section 1083 danger of boiling' over until the- paste has reached the boiling point, then it is customary for the operator to make the steam adjustment. This is very difficult to do, because a very slight movement of the valve makes a great difference in the amount of steam admitted. Also the vibration tends to open the valve and the valve does not remain set for proper and safe boiling. This difficulty can he eliminated by by-passing the valve with a by-pass provided with a *4" valve, then when the boiling point has been reached, the large valve is to be closed completely and the boiling regulated by the small valve. It has been found that this valve may be opened full without danger of boiling over. Furthermore, size in gredients which are added to the size kettle in addition to the starch, particularly soapy and alkaline materials promote foaming. As a final precaution, the amount of paste .prepared should be so regulated that the level of the contents in vessel is from 4" to 6" below the top of the kettle. This will permit ample room for the agitation of the mixture and elevation of the surface which always occurs, during the boiling process. We sincerely trust that the thoughts mentioned if adopted by the in dustry in whole or m part, will materially assist in eliminating the troubles encountered because of the boiling over in closed vessels, and we again wish to impress upon the representatives of the Textile In dustry present, that they closely observe the boiling process, particularly when thin boiling starch is being boiled, and we believe that by so do ing, they will be convinced that thin boiling starch causes less trouble in the respect outlined than thick boiling starch, and we would gladly cooperate with any Committee organized for the purpose of conducting additional research work with the intention of preparing regulations to cover the prevention of boil over troubles. SAFETY ORGANIZATION WORK IN THE TEXTILE INDUSTRY Reuel C. Stratton, Engineer, Travelers Insurance Company, Hartford, Conn. A survey of the country to ascertain the amount of safety work permanently established in textile industries showed that the condition in general was far from what might be expected or desired. In fact the highly centralized areas of old standing present a much lower record of organized safety work than some of the newer sections. So far as could be ascertained from the facts obtained, the textile industry as a whole Is slightly less than 45% organized for safety or is giving thought to safety work. The New England states are particularly low while the Southern States recently taking up and increasing the number of textile plants within their boundaries, report a very good record. The field for added attention to safety work among the textile in dustries is therefore enormous and we ask. the questions, "Why has the 10S4 Fourteenth Safety Congress textile industry lagged behind?" and "Why does the old established sec tion show less interest in such work than the newly organized areas?" There must be some good reason for such a condition. An analysis gives us the answer to the first query. There is apparently a general apathy towards safety work either caused by lack of ownership supervision or by agency control. The latter is perhaps the greatest offender. "Agent Control" of today is the relic of an old time feudal system having its origin in Europe many hundred years ago. The at titude of the average "Agent'1" in charge of a textile mill is usually against organized Safety effort either^ through lack of knowledge of the work or through fear that it may undermine his supremacy in the plant. This feeling is, of course, erroneous and without cause, yet it exists as does the Agency Control SystemT.o a far greater degree than is usually rea lized. The attitude, too, of the average textile employee is another reason for the small amount of Interest^hown. Employer and employee have been far too often lulled into a false sense of security by the oft repeated state ment that textile work is of an extremely non-hazardous type. Mechanic ally perhaps this is in a small measure true but what about the non mechanical conditions? In this, the textiles show just as high an ac cident frequency as do some of the more hazardous industries. Safety education has been too long neglected by the textile industry. As ex ample of this lack of response oecured during an industrial safety course held by a community safety council last year. Despite the fact that this course was in the center of a textile state the attendance records showed that only about 5% of those attending really represented textile plants. A deplorable record, indeed. Proof of Efficiency- of Safety Work Not Lacking Remote ownership is another factor. How many plant owners today have stated that probably the larger percentage of all accidents happen ing in their plants are due t<5 "carelessness" and yet have never made a close enough study of the facts to realize and appreciate whose care lessness is really responsible? More often than otherwise such study will act as a boomerang and when it does the owner will realize that he must give serious thought to safety activities in his plant or plants. Proof of the efficacy of safety work in textile plants is not lacking. Every owner or manager who has given organized safety work a real and fair trial, has acknowledged that while at times the returns may seem hard to determine, yet these returns are real and valuable. Ex amples of excellent records can be picked from the north and the south alike and yet in the face of stich records we still find the general feeling of reluctance towards safety work. "What can be done to increase the interest in safety among the tex tiles?" The answer is co-operative salesmanship." The textile industry must be sold the safety spirit. This can be done through several channels, as follows: Textile Section 108. 1. National Safety- Council-Textile Section. 2.- Local Safety Councils. 3. Insurance Companies Safety Engineers. 4. Textile Plants already organized. The development of Industrial Safety has been at best inexorably slov This, however, is no excuse for the still slower progress of the Textil portion or no criterion by which to judge the infinite possibilities c such Safety work. Efforts at protection will always be found far behin the discovery of the hazard. It seems as if an unbelievable number c people must be killed, maimed or injured before industrial conscienc realizes that it is a national problem which confronts them in the teacl ing of workers to be and work safely with themselves. To attain this development, the central body must put forth adde effort to increase the^ interest in the work of the textile section. Members of the textile fraternity must be sold with the thought tha their support and co-operation is a vital necessity and will in the ult mate end produce benefits of real value to themselves. Community safety councils operating in textile districts must giv added attention to the work of establishing contact with textile plant and the education of the individual employee through industrial safet schools. The need for such contact is quite evident when one coune: reported that even though operating in a strong textile district only 12 of the replies received from plants approached to obtain statistics upo which to base accident severity tables, were from concerns coming unde the class of textiles. If this co-operation is not forthcoming. Iocs councils must invent means to obtain it. Insurance Companies Should Oo Their Share The safety engineers representing Insurance Companies must put fort added effort to "sell" textile plants with organized safety work in- tb form of plant safety committees and plant safety inspectors. ContempI; tion of accident data must bring to the mind of every right minde Engineer the question: "What can be done?" The solution lies in ti Safety Education of everyone in the industry from the highest man dew to the humblest employee. Mechanical and physical safeguarding i essential, but the greater percentage of all accidents can only be pr< vented by education, supervision and training. The training cannot stai too early or continue too long. Nor is the mere teaching of safe practice enough as it is impossible to prewarn every individual of every possibl hazard. Instead the general intelligence must be raised and the min of every textile worker made sufficiently alert so that the possible dange will be anticipated. .An active plant safety organization can accomplis this end. Lastly, those textile concerns who at present are building excellei accident-prevention records should be led to the way where they will n hide the record from the world but will flaunt it to the skies to rous the envy if nothing more of other textile manufacturers. The success < the few should prove the magnet to bring others into the fold. x- vi6/ tetynin aafezy uongress In the end, organized safety work in the textile industry is no different than that same work in other industries. The aim. and object are the same; first, to prevent accident by physical means and second, to increase the individual interest in accident prevention through education. Unitea effort is necessary and nowhere more vital or more essential than in the promotion of safety education. In order to develop such united effort, leadership is necessary. A well known precept is that "Safety begins at the top." The average worker will appreciate that the biggest man in the company is interested iff keeping him from getting hurt. With the management assisting, success is assured. The instilling in the minds of all workers and foremen or overseers that safety is an important activity of the day is another necessary factor. Everyone must be made to realize that he has a personal responsibility as well as a personal part in the program of educating for Safety. "Am I my brother's keeper" reaches its goal in organized safety work. A worker must feel that he is an integral unit of a national campaign. With such a spirit, coupled with an active plant safety organization, foremen alive to their responsibility and a detailed plan of education, any textile concern should produce an enviable record. I have purposely refrained from quoting accidents statistics until 1 had finished expounding the cure for the ill. The question of accidents is secondary to the question of attitude. Correct the attitude and the accidents will correspondingly diminish. Diminish, I trust until that day when the textile industry will be conducted without loss of life or limb. Machine- Operation Most Prevalent Cause of Accidents At present, however, accidents are happening. A resume of available statistics show that the most prevalent cause of accidents in textile work Is machine operation,- of which about three-fourths happen at the point of operation. Machine accidents, according to reports received, range from 35 to 50% of the whole. Following in order come; 1, Handling ob jects, 2, Falls of persons, 3, Stepping upon or striking against object, 4, Hand Tools, 5, Miscellaneous or all other non-mechanical accidents. Subdividing the machine accidents according to cause and applying only to the point of operation accidents, we are able to compare a southern section and a central western ^section - by the following table. Sewing Machines -______________ Pressing Machines ................. Looms__________________^ Cards _______________________________________ Knitting or Braiding __________3 Mule Spinners _______________________,, Pickers -------------------------------------------------Cutters ____________________________________ Winders N. O. C. Machines---------------------------^ 35% ...Not reported 4% 3.5% 9.5% 3.5% 4.7% 8.5% ..Not reported .Remaining % 20% 17.4% 10.5% 5.5% Not reported 4% %% 5.3% 4% Remaining % Textile Section 1087 .Disregarding this comparison as containing little of value upon which to base definite conclusions, a poll was taken of two New England dis tricts, one Central, and two Southern districts to determine the most prevalent cause of accidents in textile work. The result is interesting in asmuch as the vote on major cause is almost unanimous. N. E. Cause No. 1 Machines P. of O----------:"_____________1 Machines N. O. C -- . ................. 2 Falls .............................................. --....................3 Hand Tools .. .. 4 Striking Object --------------- _____________6 Handling Material ____________5 N. E. No. 2 1 3 2 4 5 Central 1 3 4 6 5 2 South No. 1 3 4 1 2 5 South No. 2 1 3 4 2 5 The figures above allocate only by numerical order according to ' cause. No one can definitely state how many accidents could be prevented. No one knows and no one can prophesy. However, this survey and its ac companying data leads me. to believe that in the textile industry: 1. 85% of all machine accidents are preventable by the installation of proper safe-guards and ^safety devices, 2. The remaining 15% are preventable through education and, 3. Practically all accidents from non-mechanical cause are preventable. The above statements may seem broad, but the records of certain textile plants bear proof of my premise. One thing, however, is to be remembered the solution of the accidentprevention problem in the textile industry lies in organized safety work. This work means education, supervision, training, and safeguarding. The field for such work is large, but I have no doubt that when this Industry awakens to its responsibility, the results will be of an equal magnitude. DISCUSSION OF MR, STRATTON'S PAPER Ignatius MacNulty, American Woolen Company, Shauseen, Andover, Mass, The problem that faces us in safety in industry, is where we can place the responsibility for accidents. Some of us think that the management of a mill or factory are responsible, some think that the foreman is re sponsible, and some think that the worker is responsible for the accident that happens in industry. I think each contributes a little of the respon sibility, with perhaps jriost of it lying on the shoulders of the manage ment. To begin with, there is not enough time given to the study of safety in the average mill or factory. As a rule, the time given to it, is somewhat conceded grudgingly. Accidents, as a rule, are not mechanical but are largely due to the human element that is in industry itself. The law compels us to take care of the machine but we haven't any law that makes us equally feel that we are responsible, either as manage- 1088 Fourteenth Safety Congress ment or employee, chat contributes to the non-mechanical element in accidents in industry. Does the average employer tell his men to be careful? He may and he may not. What steps does the average employer take to make his help careful? You perhaps say that the employer organizes safety committee work in his factory. He does, but how much does the safety committee function in the average mill or factory? Sometimes, not very much. To begin with, the average safety committee is composed of two units, the foreman in one committee, And the employee in another. The average employee is very backward in getting up at a safety meeting and stating the things that he knows ~5r believes are hazards. Does the average foreman love to see an aggressive employee taking up safety? I think he does not. The average man at least feels that his boss does not like him to be an aggressive factor in safety in his room. I think the insur ance people who handle safety meetings should emphasize this point between foreman and employee. There is seldom any joint action be tween these two committees after they are formed. Take in the large woolen or worsted mill, where a. great deal of shilled work is called for and a great deal of piece work is in operation, it is a difficult thing to get not only the boss deeply interested, but sometimes much more diffi cult to get the average man, who is working at piece work, interested. In my opinion, if a whole-hearted effort was made between those two forms of committees and those different types of employees, and encour agement given by the management, I think the problem of hazards would then be seriously met in the average mill. It is said that if the overseer or foreman can be organized, that they can solve the problem of acci dents. I think that is not the correct stand to, take. Is the average foreman allowed to discuss the nature of the material on which he works, or isJhe allowed to express an opinion on the physical conditions of the mill, such as the construction and illumina tion? He cannot, in most cases, discuss these problems. They are not his problems to discuss. Therefore, as hazards and accidents are largely worked around the production end and the physical condition of a factory leaves the foreman that he is not in the best position to have the full say in the question of hazards, and certainly the employee has less. This is said in fairness to the average foreman and to the aver age employee, and is only an opinion based along the lines of who is responsible for hazards. That they have a reasonable say sometimes in those conditions is true, but the management has the full say. Then you have the feeling expressed sometimes by the average em ployee that his suggestion is not very agreeably accepted, or that he may have no right to makeT suggestion, or perhaps that his direct boss would be antagonized because he expressed an opinion on hazards. And so it is very difficult in general safety work to get a common ground and a common understanding between management, foreman and help. It is all very good to paint a. beautiful picture of such conditions, but when the direct working out of those conditions are seen, it is not Textile Section 1089 such, a very beautiful picture after all. So you men here, who are rep resenting' large companies, examine your consciences and find out just how much you allow the average employee to express himself in safety, find out the background of his boss and what he thinks the average employee should say. And then try to remove the fear that seems to control the average employee that if he speaks he will get into trouble. Fear seems to very largely make up the attitude of the average man and woman in a safety committee. Is this fear well-grounded, has the worker something to be afraid of, or is it largely due to his imagina tion? Let us again examine our consciences and look into our methods, whether we are equally to blame as well as the employee. I am not expressing: the opinions stated this morning in any antago nistic spirit and it is not true everywhere, but there are places where this is true. There are other places where it is not true, and where there is almost a complete absence of accidents because there seems to be a fair, democratic spirit entering into the safety committee work, between the management, the foreman and the employee, where there is no fault found with a decent man expressing himself and where the management interviewed such expressions of opinion. Should this be carried through in. every instance, we can be sure that we would come near the point of solving the problem of accidents in industry. WEDNESDAY MORNING SESSION The Second Session convened at the Statler Hotel, Cleveland, Ohio, at ten o'clock, H. W. Donald, District Manager, Engineering Department, American Mutual Liability Insurance Company of Boston, Boston, Mass., presiding. -- Chairman Donald: I again welcome those interested in textiles to- our meeting. The discussions yesterday were of very considerable interest. THE NEED AND VALUE OP SAFETY IN THE TEXTILE INDUSTRY G. H. Van Emburgh, Jr., B. S., M. D., Medical Director, The Clark Thread Company,, Newark, New Jersey It may seem somewhat of an imposition to ask you to listen, once again, to a reiteration of the benefits to be derived from active partici pation in the safety movement. One rather takes it for granted that the value of this movement has become a recognized fact. But, you probably all know that the campaigns for accident prevention, conducted by many of the cities and towns throughout our country, depend, for their success, upon the frequent repetition of their messages before the largest possible audiences. They make constant use of the public press, the street corner bulletin, poster displays, and public speeches, in order to reach as great a number of people as possible, and to keep up a continued interest in acci- 1090 Fourteenth Safety Congress Although the methods o the Industrial safety campaign, are less spec tacular, its contribution to-society is none the- less valuable, and its ob jectives are similar to thosermf the public campaign. Hence, a discussion of its problem will be profitable, because the facts show the industrial safety movement to have proven itself worthy of acceptance wherever industry exists. _= It is in the industries that are most hazardous, that safety has been practiced longest and has ^shown the most favorable returns. We must grant at once, that the risks in the processes of textile manufacturing are not by any means as great as those involved in the steel mills or the rail way companies. Nevertheless, serious accidents which should have been prevented, occur with alarming frequency in the textile industry. And the responsibility for this type of accident rests entirely upon the industry itself. To those of us who are familiar-with what has been accomplished by safety in the textile concerns that have accepted it, it has been a source of surprise and wonder that out of the 2,350 industries of over 100 employees. In the United States, classed as Textile, only 121 are members of the National Safety Council. Surely, ours is one of the slowest indus tries to awaken to and accept the benefits offered by the safety move ment. Therefore, I shall try to point out clearly the advantages to be derived from it, in the hope that more may see the need for it. All employers of labor realize that accidents cost money and interfere with production. Unfortunately, however, too large a number of textile executives fail to recognizej:he fact that the remedy lies in the studying and development of accident prevention, rather than in the stirring up of a momentary furor of questioning, investigating and recommending, AFTER a serious accident has occurred. Of course, they take steps to prevent a repeiition of the same type of accident, in so far as their in dividual and limited experience will permit. But as the causes of acci dents are many, these people are always one step behind their troubles, for they make no organized or sustained effort to anticipate their acci dents. They are like the mother who is always ready with castor oil when her children develop' stomach ache, but who makes no effort to prevent them from eating green apples. Truly, an ounce of prevention -s worth more than a pound of cure. Reasons for Lack of Interest In Safety It is to reach the executive wlio has given little constructive thought to the subject, of accident prevention, that this paper is presented. Let us first consider some of the most common reasons and objections advanced by those who have not as yet recognized the value of the safety movement. 1. Some cotton mill managers fail to realize that better safety methods mean greater production efficiency. Yet these same men become alarmed if their labor turnover increases. They know full well that inexperienced employees mean poorer quality and lower production. But, they also know that their experienced employees who leave, may sometime return. Un fortunately. however, those who leave by the route of the cripple or un Textile Section *1091 dertaker, never return- Accidents increase labor turnover, and hence af fect manufacture costs adversely. 2. Other managers feel that the development of safety first is too ex pensive. Such a conclusion ought not to be reached without a fair trial. Systems, like investments, should be judged by the security of the prin cipal, and the dividends paid. Conclusive proof is at hand to show that the safety movement is a sound investment, and that it pays good divi dends. Surely, a system whose principal is safe, and which yields excel lent returns, can scarcely be termed expensive. 3. To others, it is something vague and indefinite. They have not tried to analyze it or become acquainted with the methods of stimulating its development. And because their attention is concentrated on routine business, they continue to ignore it. 4. Again, there are those who hold an almost unbelievable view, which I have heard expressed on two occasions. These men said that they did not desire to have their hazards emphasized or pointed out to their em ployees, because they believed that it would accentuate the dangerous act in their workers' attention and wnuld appeal to their sporting instinct; thereby tempting them _to accept the dare and take a chance just to prove that they could, beat the hazard. The policy of these employers is to ignore the hazard and trust that the employee will do likewise. However, experience teaches usTthat the majority of our accidents are the direct result of ignorance. Therefore, this train of thought does not solve the problem. 5. Finally, we have the executive who has equipped his machinery , with every conceivable safeguard, only to find that accidents still occur. Thinking that he has done all that is possible, he becomes discouraged, and lapses into apathy toward the movement. He fails to realize that the major portion of achievement in accident prevention, is possible' only by enlisting the active interest and co-operation of the foremen and em ployees themselves in the work. Each individual worker sees a serious accident so seldom that he is not aware of the magnitude of the problem. And as some measure of care lessness or indifference is found in almost all of our employees, the good obtained by safeguarding our inanimate machinery, is far overshadowed by the harm caused by the lack of safeguards for our human machinery. The best safeguard for the latter is enlightenment of the individual by education along safety lines. And no effort at safety can approach more than partial success unless this is accomplished. But, if we educate our employees in the Safe way of doing things, and if we keep up their interest in Safety, the most difficult part of the desired result will have been accomplished. We will have provided the worker with a guard which he will carry with him everywhere, and which will either protect him entirely from accident, or which will prevent his trivial injuries from becoming serious. Much real progress can be made by merely a change of attitude on the part of the management and with very little money expenditure. Any in- jLuyis J! if'U/'l eccntn uu/ o<f vwij# wo dustrial executive will listen If he can toe shown a way to make addi tional savings. But, prior to last year, our Textile Section had not offered conclusive proofs of the value of safety in our own industry. In talking with textile manufacturers, we have not had sufficient facts and figures to quote' from textile mills, but have had to depend upon the accomplish ments of the steel mills, the oil companies, the railways, and the chemi cal concerns. Unfortunately, their hazards are not comparable with those of the textile industry, and, therefore, textile manufacturers, as a body, have shown only passing interest. What they have wanted to know was just what was being done in the textile mills. However, last year the first compilation of figures was published, show ing the causes, frequency and severity rates of accidents, and the loss of time from work caused by injuries occurring in 17 representative Textile Manufactories- Another such list has just been made public for the pres ent year, and includes 21 Textile Concerns. It is our hope to be able to publish a greater number of similar analyses each year, so that compari sons from year to year between textile mills will he possible. This will, of course, offer an excellent opportunity to demonstrate the value of Safety when the figures of the mills having no organized Safety Move ment, are compared with those which have. One Plant's Experiences And now, after considering the objections advanced by manufacturers who have no safety organizations, and, therefore, no accurate data on which, to base their objections, let us consider what one safety organiza tion has actually accomplished in a textile plant employing about 5,000 people. Three and a half years ago. The CXarlc Thread Company of Newark, New Jersey, manufacturers of Clark's O. N. T. Spool Cotton, undertook the launching of a safety campaign. There had been no sudden increase in the number of accidents, and conditions in this respect were very much as they had been during the past forty or fifty years. Most of the ma chines had been safeguarded, as was required by the state law; but ac cidents still occurred. At the inception of the safety campaign, we were finable to get any reliable information as to what we might expect from such an enterprise. We, therefore, proceeded very cautiously, preferring to make slow but continued progress. For, as I have just said, we had to find our own way, testing carefully each new step in the development of our organization. ___ We first became members of the National Safety Council as we be lieved this was necessary in order to have the experiences of safety committees in general. It offered us a bulletin service for the education of our employees, a consultation service for problems about which we were in doubt, and the "News" provided us with something tangible in the way of safety literature for our mill superintendents monthly. With out the guiding influence of the National Safety Council, we should have been like a ship without a rudder. Membership in the Council is neces sary in order to keep any safety organization wholly efficient. Textile Section 109 We then organized a managers' safety council, composed of the cor pany executive and the mill superintendents. From an analysis of tfc accidents occurring during the previous year, we learned that 86 per cei of our accidents were the fault of either the injured himself or of a c worker. This was a real victory for the safety campaign because it ? once located the real cause of the great majority of our accidents. W realized immediately that the foundation for the protection of our en ployees lay in enlisting their co-operation in the campaign. Therefore, Workmen's Shop Committees were organized consisting < three members fromnach department. These shop committees were hel directly and entirely responsible for the condition of their department as regarded safety. We tried to instruct them in safety methods as bes we could. They were given short talks on safety in general, and mor specifically, on their individual departmental hazards. They were show motion pictures and were twice taken in a body to the State Departmer of Labor's Safety Museum in a city about 10 miles distant. Bulletins wer posted in glass enclosed bulletin boards in a conspicuous place at ever mill entrance. These posters were changed frequently and at first coi sisted entirely of subject matter furnished us by the National Safety Corn cil. However, we soon learned that many of our own accidents an processes of manufacture were capable of bulletinization. We find tha these home-made posters carry a greater appeal to our workers becaus they depict occurrences in our own mills. The shop committees made frequent regular inspections throughou their departments and forwarded to the Managers' Council, their recon , mendations for the prevention of accidents. They also investigated ever serious accident and filed with the managers' council, a written repor containing their findings for responsibility, and their recommendation for the prevention of similar accidents. The council met once a month, at which time these recommendation and reports were considered and the necessary changes made. This has all grownThy gradual steps into a most vigorous and successfu safety organization.--Numerous ways and means have been devised fo maintaining the interest and enthusiasm of our workers. That their en tfauslasm has been kept at a high point is proven by the remarkabl' record established by our organization. A Noteworthy Safety Record It may be of interest to study .our frequency and severity rates--com puted by the National Safety Council's method. First S Months 1921 1922 1923 1924 1925 Frequency Rate of Major Accidents_____18.29 12.56 8.01 1.79 .43 Severity Rate of Major Accidents............... 2.08 1.498 .679 .161 .019 By Maj<*<- Accident, we mean an injury involving a permanent disability 1094 Fourteenth Safety Congress or one which necessitates loss of time in. the shift next beyond the one in which the accident occurred. Expressed in another way, the actual number of our injuries has been: -- 1921 Number of Major Accidents--.................................. 157 1922 1923 120 29 First 8 Months 1924 1925 16 -2 These figures show a remarkable decrease, which is still more impres sive when one considers that our accident rates for 1921, at the start of our campaign, compare favorably with those of several mills which have recently engaged in safety work, and whose records are available. The improvement has been made in a mill where safeguards and ordinary safe working conditions had been in existence for years. But these are insufficient. ^ It must be remembered that these rates are based upon the actual number of working hours during which the employees were exposed to hazard. Therefore, no further correction is necessary for those periods of depression which occur in manufacturing, except as it may influence the actual number of injured, and this variant is very- small in proportion to the total exposure. Figures such as these show that it is possible to save many of our employees from painful and bften crippling injuries, if we will only use all of the means at our disposal. We feel that by means of our efforts we saved at least 100 of _ our employees from suffering and misery last year. Is this not worth while? If the case of a worker, who, through accident or illness, has been brought to dire want and distress, is called to the attention of an em ployer, it is very likely that he will render aid until the needy one is able to care for himself. How much more logical it Is to care for our em ployees before they are injured, by keeping them sound and on job at normal weekly earnings; for our compensation laws provide payment for a sum totally inadequate to care for the average family. We, therefore, feel that we have rendered ^our employees a real service. And the company has also profited materially. If we divide our Major Injuries into three classes for the purpose of further study, we will find the following figures of interest: First S Months 1921 Involving No Compensation.......................................... 53 Involving Temporary Compensation Only.__ 100 1922 45 65 1923 11 12 1924 3 7 1925 0 2 Involving Permanent Compensation.................... 4 10 6 6 0 157 120 29 16 2 The cases of major injuries that have received no compensation were ones where the employee was entirely responsible, and the accident oc Textile Section 1095 curred as a result of said employee's disobedience of a company rule of which he was fully aware. There is a 10 day waiting period in the New Jersey law which makes this possible. But the Clark Thread Company does not observe this in accidents, other than those specified above, and it pays full wages for the first 10 days in all other cases. The company's saving in the number of cases involving Temporary Compensation is manifest. The number of permanent compensation cases is not a true index of these injuries. They are in proportion, less than in 1921, but are made to appear larger by a revision of the State Compensation Law. This law has been made more stringent, and rightly so, until every case of stiffness, loss of motion, function or strength in any part of body is now classified as a permanent disability. And such disabilities must be compensated for in the proportion_jthey bear to the total for the injured member. There is a growing tendency to see that the workman is fairly dealt with after an injury, and that his family is adequately provided for. This, of course, will cause a sharp rise in our accident charges. The only way we can minimize this increased expenditure of company money, is by the vigorous application of Safety. Our compensation payments have been decreased very decidedly, in spite of the fact that jn^July, 1923, an act of the State Legislature raised cur compensation rate from $12.00 to $17.00 per week. First S Months 1921 1922 1923 1924 1925 .Compensation Paid -I-. Injured Employees______$8,012.40 $7,119.77 $5,426.18 $2,278.92 $264.99 These compensation charges are figured against the month in which the accident actually occurred, although the payments may continue for many months or even years later. The actual number of hours lost from work by our injured employees has been remarkable reduced: First 8 Months 1921 1922 1923 1924 1925 Actual No. Working Hours Lost Because of Accident ....................................................................... 7442 8395 3491 3958.5 734.5 Consider what this jneans in terms of quality and production. Over 4,000 lost hours less during the first eight months of 1925, than during a similar period in 1921L In other words, a week's output of 85 skilled workers against that of an equal number of "green" workers. Last year we made the remarkable record of 156 consecutive calendar days without a major accident. We have done even better this year, and feel that we may be justly proud of our record of 204 days. Six months without a single major^accident! And this in a plant of 5,000 employees! If one textile mill can accomplish such remarkable results and make 1096 Fourteenth Safety Congress such records in so short a time, there is surely no reason why others cannot do the same. The need for safety is urgent. And its benefits and values are wonderfully great in proportion to the efforts required. The savings are morally, socially and materially sufficient to Justify our plea for greater interest on the' part of our industry. PRESENT STATUS OF TEXTILE SAFETY CODE W. Djean Keefer (Director, Industrial Safety Division of the National Safety Council, Chicago) : Fifteen or twenty years ago, when our com pensation laws first came into effect in various states, it became neces sary for the State Departments to get together regulations for safe guarding machinery for preventing accidents, this later development of regulations that are now called safety codes. These codes were devel oped by individual states. There was no uniformity, and what. was expected in one state was not demanded in another. As a. result, there was a great deal of difficulty in meeting the requirements of those vari ous states and keeping things straight. About eight years ago the American Engineering Standards Commit tee was organized to take action on this matter, it being thought that a code by a national body could be turned over to the various states for state adoption, in order that there would be uniformity and that in their formulation they would get the benefit of national experts rather than just local or state experts. The safety code for textile mills was thought of about four years ago. The American Engineering Standards Committee asked the National Safety Council and the National Association of Mutual Casualty Com panies to assume sponsor I'dp for this code. The sponsorship carries with it two responsibilites. ")ne is the organization of an expert com mittee. The second responsibility is to see that something is done. We have asked to participate in the formulation of this code a number of organizations, such as the Silk Association, the Wool Association, Dyeing Association, etc., state experts, representatives of the American Society of Mechanical Engineers, state authorities, governmental body representatives; so that when we. have got together a group of about thirty men, we feel we have a representative body to say what is needed in the textile industry for the~prevention of accidents. The committee will be completed within the next month or two, and we hope that work will then be started accurately. We have divided the code work into eight or ten sections. We are going to start on three. We have already prepared the first draft of the code of the section for cotton mills. Any of you who are interested in this particular branch of the industry can secure copies of this section if you will write to the headquarters at Chicago. It is not. a perfect job. We don't want any body to think we even imagine it is. It is far from complete. ADJOURNMENT Woodworking Section September 29 and 30 and October 1, 1925 G. E. SANFORD, Chairman General Electric Company, Schenectady, N. Y. H. G. WIBERG, Vice-Chairman in Charge of Program Chief Engineer and Underwriter, Lumber Mutual Casualty Insurance Company of New York, New York City E. ROSS FARRA, Vice-Chairman, Statistics U. S. Gypsum Company, New Brighton, N. Y. j. i. FISHER, Vice-Chairman, Membership, Manufacturing Plants Safety Director, Willard Storage Battery Company, Cleveland, Ohio C. J. PETTIBONE, Vice-Chairman, Membership, Logging and Lumbering General Superintendent, Edward Hines Yellow Pine* Company, Lumberton, Miss. E. E. MARTIN, Vice-Chairman, Bulletins The Booth-Kelley Lumber Company, Eugene, Ore. AL KROES, Vice-Chairman, Publicity Director, Safety'.Education, Employers Mutual Liability Insurance ''' Company, Wausau, Wis. V. J. B. GRIER, Secretary Safety inspector, American Car & Foundry Company, Wilmington, Del. TUESDAY MORNING- SESSION HE FIRST Session of the Woodworking Section of the Nations TSafety Council convened in the Statler Hotel at 10:00 o'clock, G. E Sanford of the General Electric Company of Schenectady, New York presiding. REPORT OF G. E. SANFORD, CHAIRMAN OF WOODWORKING/ SECTION The annual report of W. H. Cameron shows a net gain of membershi] in the Council as a whole of 6.1 per cent. The, net gain in membershii of the Woodworking .Section from the Louisville Congress last year t< September 15th of this year is 14.4 per cent, our present Section member ship being 461. 1097 1 OIKS' Fourteenth Safety Congress locations showing an increase in membership over last year are as follows: Alabama, Arkansas, California, Florida, Indiana, Kentucky, Louisiana, Maryland, Massachusetts, Minnesota, Mississippi, Missouri, North Carolina, Ohio, Oregon^Texas, Vermont, British Columbia, Quebec, New Brunswick. There have been membership losses in: Illinois, Kansas, New York, Tennessee, Virginia, Washington, Wisconsin. New memberships and cancellations have balanced in the other states. Several months ago figures were compiled by the National Safety Coun cil headquarters, showing the number of members in each of the indus trial sections and I am pleased to inform you that on that list the Wood working Section stood in second place. The only industrial section with a larger membership being the Metals Section and if you keep up the good work for the next couple of years, I believe that you can press the Metals Section very closely in Section members. Our section has actively assisted in programs of local safety meetings held in several cities during the past year. In accordance with a ruling of the National Safety Council, the nomi nating committee of the section, consisting of Messrs. Walter S. Paine, of Hartford, Conn., J. W. SnSith, of Kansas City, Mo., and M. C. Goodspeed, of Erie, Pa., was appointed several weeks ago in order that they could have plenty of time to~get in touch with proposed nominees and obtain their consent to serving, instead of following the old method of electing the new officers at very short notice, in some cases without knowing whether or not the nominee would have time to give to the services of the Council. ELIMINATION OF TRANSMISSION HAZARDS IN OLDER WOODWORKING MILLS E. Ross Farra, (J. S. Gypsum Company, New Brighton, Staten Island, N. Y. We might say in the beginning that the ideal way to eliminate pow er transmission hazards in older woodworking mills is to change the power for the machines from line shaft drive with its multitude of belts to the motor drive with an individual motor for each machine. While this is the ideal way to remove power transmission hazards, the cost of this change is often considered to be prohibitive. While we might toe able to show that the individual motor drive In the long run was the cheapest, in this paper we are not interested In this phase of the matter. Aisles The first step I would suggest in eliminating power transmission hazards in older woodworking shops would be the laying out of definite aisles or walkways. The best way is to have an aisle both back and front of each machine. The back aisle to bring in the unfinished material and the front aisle to take away the milled or finished mate rial. It has been my observation as I have inspected wood re-manu- Woodworking Section .10 factoring mills, ana I take it that is the class of mills I am expect to talk about, that a sticker or two are set East and West. Then circular or band saw is placed in a North and South direction, a many times so close to the sticker that it is nearly impossible to i between them. Then a shaper is placed under a stairway which cam the trucks supplying the machine to set in what should be the ais This arrangement of machines very often causes a criss-cross of drivi belts that are very hard to adequately guard. Very often, the fi step in beginning to reduce power transmission hazards in older wc mills is to reset the machines so that they will he as near as possible a direct line, all facing the same direction, in contrast to the haphaza way they are now set in soma mills. When this is done,, adequate ro should, be provided for shop trucks back and front of the machines, that the trucks when serving the machines will not be in the aisles, at present, causing workmen to come unnecessarily in contact with be running in all directions. The aisle should be at least six feet wi and wider, if possible. The aisle should he marked off with white lin in some manner, so that workmen can tell where the aisle is prope located. Guarding Belts All vertical driving belts, both secondary belts as well as nu driving belts should be covered with expanded metal guards. Tb< are two successful ways of doing this, that I have used. The first is guard each individual belt with a guard. The second way is to j an expanded metal fence around all the driving belts. The second Is cheaper way, just as effective as the first, and expedites replacing: broken belts and those that may slip off the pulleys. In either class guard there should be a gate provided large enough for the belt^m to replace belts without being injured. These gates in horizontal guai should be hinged at the top so that they will stay closed unless del erately fastened back. Guards should be made large enough in diame that the operator or the belt mender can replace belts without bei caught between the belt and the guard. This distance from belt guard must be determined by the width of the belt, as well as 1 environment in which the operator works when replacing the belt. In one factory with which I am familiar Safety was given a cons erable . set back because many of the original guards were built close to the belts that a man very often cut his fingers very seven when replacing belts. After the guards were replaced by larger oi many of the operators were Safety boosters, who before would take interest in their Safety Program. Helghth of Guards All guards over vertical belts that run overhead to shafting should at least 6'6" hlgh-^7'0" is better. When 7'0" high there is less dan( of lumber being ^carried on workmen's shoulders coming in cont with belts. Then when guards on belts running diagonally are guarc 1100 Fourteenth Safety Congress to a. heightb of 7'0" there is no danger of folks walking into the two longest corners of the guard and cutting ` their heads. I have known this to happen in lower' guards. Kinds of Guards It seems to me there is'more of a tendency in Woodworking than any other kind of mills to erect inadequate wooden guards. I suppose this is natural because of the fact that the foremen are familiar with wood erection while they may know very little about steel. While I do not mean to minimize the spirit-that prompts foremen in plants to put up wooden guards rather than no guards, let me say, that in my Judgment wooden guards are never so "effective as expanded metal guards. Witii an expanded metal guard, properly installed, the operator, oiler, or belt man can always see the condition of the belt and pulleys, and it is impossible for persons to put their hands inside the guards as they can when wooden slat guards are used. Expanded metal guards should be made with a mesh of not more than an inch or an inch and a quarter opening. They should be made with the expanded metal fastened to angle iron of a sufficient size to make the guard strong enough so that it will not be torn to pieces, should the belt break. If the guard is placed diagonally it should be strengthened with angle iron braces running from about the middle of the length of the guard to the floor. All vertical guards should be built with the mesh beginning at a distance of six inches from the floor unless there is some countershaft pulley that will not be covered if this is done. The opening allows the sweeper to clean shavings and chips from inside the guard without opening the guard or going inside the guard. Horizontal Belts Horizontal belts of more than 3" width, if placed where workmen are compelled to walk or work beneath them should have a wooden plank placed underneath the belt fastened with iron braces to the ceiling. Of course, if the belt is less than 7'0" from the' floor the pulleys and beLts should be covered with expanded metal, -the same as vertical belts. In the case of very large horizontal belts, the hangers of the guard should be of an angle iron of sufficient size to keep the belt from tearing the guard loose should the belt break. Set Screws It really seems superfluous, at this stage of the Safety Game, for me to tell you that all protruding set screws in collars and shaft connec tions should be removed and safety set screws installed in their place. However, I have, seen many protruding set screws in older woodworking plants even where they were pretending to do Safety Work. Oiling Machinery in Motion Another step in reducing transmission hazards is to prohibit the oiling -of machinery while in motion. In well regulated shops a gen- WoodworJcing Section 1101 eral order to this effect is In vogue whether machinery is well guarded or not. In the plant where I am now employed this is a general order from our vice-president, in charge of operations. -- Ladders- In the older woodworking plants where there is much line shafting to be oiled, the safety man should see that the ladder or ladders used by the oilers are equipped with safety shoes. There are the diamond point shoes, which are sharp studs to stick in the wooden floor or ground. There are cork or rubber shoes for concrete or wooden floors. These shoes are very effective in preventing ladders slipping when placed at any angle. I saw a picture in a Safety Paper some time ago, where the oiler had "U" shaped iron straps on the top of his ladder which hooked over the shafting. I never tried this plan. It seems to me that the oiler might be replacing belts sometimes where his ladder hooks might not do him any good. All I have said so far relates to shafting, belts and pulleys driven by steam driven horizontal engines. We might consider for a minute these shops where the line shafting is driven by one or more electric motors. In such shops there should be rubber insulating pads In front of all switchboards, tongs for removing and replacing fuses, etc. SLIPPING HAZARDS IN WOODWORKING PLANTS H. W. Mower/, American Abrasive Metals Company, New Vary City. The subject of "Slipping Hazards in Woodworking Plants" is of par ticular interest to this section. Not only do we find hazards common t< industry prevalent in. woodworking plants, but many of them are ver greatly aggravated because of the action of sawdust, shavings, etc., 01 walkway surfaces. This residue from manufacturing processes not al ways is entirely exhausted and there is almost invariably sufficient in the air and falling on the floors to produce a high polish or extremely danger ous slipping hazard. The seriousness of slipping hazards or unsafe walkway surfaces in gen eral, measured in terms of accidents resulting, is well illustrated in th> film "The Fall of Man," produced for the National Safety Connell am released at this Congress. Falls cause more deaths than conflagrations surface cars and machines combined and . nearly half of the falls ar< caused through unsafe walkway surfaces. This briefly indicates in genera the important attention which should be given our efforts toward pre venting accidents from slipping. With respect to specific figures for woodworking plants, it is difltcul to obtain comprehensive data, but in the July 1st issue of the "West Coas Lumberman" it is stated that of 2,948 accidents 248 were caused by fall due to slipping in saw mills; other types of falls resulted in 171 casua ties, while those from machinery of all kinds caused 287. Another tabl tmwed falls bv slipping or tripping injured 545, or 10.3 per cent of 5,20 1102 Fourteenth Safety Congress casualties. These specific figures follow closely the general formula that one-fifth. (l/5th) of all casualties is due to falls and about half of these are caused by unsafe walkways. A review of, the various code requirements, bulletins, etc., that have been issued from time to time and from various sources in an effort to overcome or control the hazards which are producing these casualties, indicates some interest but no very effective provisions. Bulletin 37S of the Bureau of Labor Statistics, which presents a Safety Code for woodworking plants, requires that "provision shall be made for the removal of shavings and dust"; and in Rule 111, "Floors where oper ators stand to operate machines, such as wood shapers, jointers, saws and wood turning lathes, shall be provided with protective means to prevent slipping." Rule 400 requires that large steam vats (In veneer plants), divided into sections, shall be provided with substantial walkways be tween sections, each walkway to be provided with standard handrail, removable if necessary." Other items of this code refer to good bouse cleaning, sawdust, shavings, blocks and other litter. The National Safety Council's Safe Practices, No. 20, in Section 13, provides that "suitable suction hoods connected to an efficient exhaust system" should be employed on woodworking machines in continuous or frequent use to remove sawdust, chips, shavings, etc., as the "sawdust -auses slippery floors which are dangerous, is irritating to the eyes and may injure the workmen's health." Section IS of the same Bulletin protides that "the standing space at each machine should be covered with inti-slip material to prevent the operator from slipping and possibly fallng against moving machinery, dr losing hold of stock being fed through ihe machine. Mats, if used, should be cemented or otherwise secured to he floor and should be renewed when partly worn, or turned. Some of he Council's members report that a heavy grade of roofing paper tacked >r glued to the floor is serviceable and inexpensive; another member idvises that a thick paint or glue applied from time to time gives good esults. Sand may be sprinkled over the paint or glue while wet." Secion 19 provides that "in buildings where there is excessive wear or truckng metal plates with abrasive grit embedded in the wearing surface are robably the most satisfactory materials to use. At short turns in aislerays. at doorways and at elevator landings, where accidents are liable o occur because of workmen slipping, the use of such anti-slip plates is ighly advisable." The foregoing examples indicate in . general the principles that are eing recommended to overcome the slipping hazards in woodworking lants. It seems to me however that they are not sufficiently explicit nor pecific. Certainly they do not cover the field thoroughly. The American Engineering Standards Sectional Committee on Safe Walkways Code is carefully considering all such matters. It has been ngaged for nearly three yearsTn a comprehensive study of walkway azards and their prevention. They as well as the members of the '. S. C., will be very glad to learn, first: what experiences you have bad 'Woodworking Section 110c in woodworking plants with respect to what types of materials or floor, have been productive of slipping, whether accidents actually have hai: pened or not; and, second: what types of floors you find are free fron slipperiness; and, third-, what recommendations you have to make as t' what particular places in woodworking plants should lie safe-guardet against slipping. =_ THE FOREMAN'S RESPONSIBILITY FOR ACCIDENTS M. Lund, Lund Engineering Works, Grand Rapids, Michigan There is an old saying, "As the master leads, so his men will follow. This saying should be impressed on every foreman's mind. A forema: should be a master in craftsmanship and intelligence. He should b picked for these qualities, coupled with a well controlled temper am a large allotment ofL patience, also sympathy for the men he expects t serve his department. My ideal foreman is a man of mature years who has preferabl attained his proficiency in the same line of work, who is a craftsmar able to educate menl in every detail pertaining to their specific wor and who, while demonstrating operations, will tell his reason for th movements, the relations of speed to safety, economy in use of material! power consumption, -etc. And in this first instruction period a contac will have been established by which he will get an intimate knowledg of the man's ability to follow instructions. In this talk a man may b told to watch out for the safety of his fellow workers. Why is a foreman? What is his job? Is he to be a white collar man Is he to be one 3imply depending on each individual worker's skill an will to deliver an honest day's work, or has he an exact task set. whic the end of day must see completed? Should he personally observe tb movements of men to see if safe practices obtain, or be interested i scientific management? Should he be burdened with stock movemen cost keeping or tool maintenance? What share-of the responsibility for accident belongs to the foreman Let us examine a few cases on record--all preventable accidents, mitre sawyer lost index and thumb of his left hand due to a wrong pos tion of fence. When the foreman was asked to explain the acciden he stated that he had passed by him a few minutes previous and sai to himself, "You wise guy, if you don't get it on. this job, I'm a poo guesser." When asked why he had not stopped the wrong practice, b answered that if the fellow wanted to get hurt it was nothing to hin that he had all he could do keeping the gang busy, and a lesson woul be taught to the rest. Picture a ripsawyer (dead from punctured intestines) caused by kick back of the bottom block (one of five) slipping from his finger on the return move. The foreman had urged the handling of the extr block which was more than the span of the victim's fingers. The for< flESESilS I1U4: Fourteenth Safety Congress man stated that he had performed the operation himself and if the man coaid not reach it he could have left one out. This operator was an old man, anxious to produce and allowed his foreman to overrule his judgment. The foreman felt neither remorse, nor guilt. A man grooving partitions placed two on table, hand slipped panel, and the fingers were badly mangled. When the foreman was questioned he exhibited the throat used on the job, stating that the d. f. had no business using it, as it had all partitions ripped out into one big hole. A foreigner, unable to spealc English, burned his hand severely while using paint remover. The foreman had told him to watch another man and indicated rubber gloves with a wave of his hand and was amazed when the man showed him his hand the following morning. He asked: "Did you use the gloves as I told you?" The reply was, "No understand." Were these foremen responsible? FACTORY SAFETY DISCIPLINE C. W. Collins, Supervisor of Industrial Service, General Electric Company, Bridgeport, Conn. Today carelessness is a crime and tbe careless worker is a criminal. A few years ago accidents were tbougbt of as a necessary evil in prac tically every business, investigation shows, however, that today a vast majority of accidents are preventable. When a worker in most factories is injured the foreman sends him to the hospital, makes out a report of the accident, perhaps orders a safety guard for the machine or has the hazard removed that caused the acci dent, and feels that he has done his duty. But, has he? What did he do beforehand to prevent that accident? Did he see to it that his workers were thoroughly acquainted with the work and the hazards, especially the new workers? Did he continually caution his workers against carelessness and against taking chances ? Did he exert himself to obtain all necessary safeguards, and above all, did he insist upon a strict compliance with the rules and regulations of safety and the proper use of safeguards? Co-operation is the cornerstone of a successful safety movement. With out it, nothing can be done, -with it everything. You cannot compel co operation, you cannot buy the right kind with prizes and bonuses. The right kind of cooperation can" be gained only by mutual understanding between the foreman and his workers. In one department of a large factory 1500 hours were lost in six months due to lost time accidents. ^Figuring this at 50c per hour it would amount to $750.00, which at 6% is interest on an investment of $12,500. A short time ago we had printed and handed to each of our supervisors the following: 'Woodworking Section 1101 The Foreman's Place in Accident Prevention 1. Why foremen should be interested in safety. Accidents decrease production and increase costs. 2. Foreman the determining factor. The workmen's attitude toward safety depends absolutely on th` attitude of the foreman. 3. Qualifications for a safe foreman. He must believe in safety. He must be sincerely interested in the welfare of his men. He must be a leader capable of winning the confidence of his men He must be informed on safeguards and safe practices. He must be square with his men and show appreciation of theii efforts. He must have backbone. 4. What a foreman can do. A foreman can interest his men in safety by studying their jobs and giving specific directions as to the safe methods of work. He can start new men in the right direction by showing them that everyone in the shop is pulling together for safety. He should understand and present safety to the workmen as a busi ness proposition. He should know every dangerous place or practice in his depart- ment He should be responsible for safeguarding and should act promptly. He should see that tools and machines are kept in proper repair and adjustment. He should insist on the care of slight injuries. . ~ ' A foreman in dead Earnest about the safety of his workmen, and doing everything in his power, day by day, to protect them, will get his men or girls with him and will lead them out of dangerous places into safety. 5. He must positively, point out to all new machine operators any hazardous or dangerous places on machinery before they are per mitted to operate the machines. The foreman is the keystone in accident prevention work and can do more than any safety committee or safety engineer, but he must do it by leadership and co-operation with the workers. PLANT HOUSEKEEPING M. C. Goodspeed, General Electric Company, Erie, Pa. We ordinarily think of plant housekeeping possibly as taking care of our ills, piling our material properly, keeping everything clear in working spaces, seeing that our shelves and racks are in good shape, and that our hoisting equipment, cranes, slings, etc., are properly taken care of and inspected. That, I would say, is the sweeping of the middle of the floor. I would like to call your attention to a few other points that occurred to me where we want to sweep in the corners. 110<> Fourteenth Safety Congress Occidents occur because our work benches aren`t properly arranged or the men are not properly taking care of their tools or materials. Unfortunately, we of the Erie works have had certain accidents of this cause where fellow's have let tools or materials drop off the bench on to their clothes, or have in turning it over on the bench dropped it on to their own fingers. That isn't good housekeeping on the part of the man himself, possibly. And then we come back to the foreman's responsibility, if he saw the man doing this thing in an unsafe "way, he should of course have called it to his attention. The matter of clothing for our employees is a thing we should watch. Loose sleeves, ties, finger rings, shoes--how about them? Are they all in good shape? Are they as they should be? Shoes especially I want to emphasize because frequently we want to wear out old shoes in the shop, but if the soles are bad a man may catch a sliver under the sole or drive a nail in his foot or other things of that kind, and it is a poor practice to wear a pair of shoes with a bad sole. It is a point that should be watched. 7" The ordinary question of protection---goggles, and gloves where neces sary and the non-use of gloves where they are a . detriment, are two points which should be watched. The question of your hospital or first aid equipment is a thing you must take care of. See to HE that it is kept up to date and everything Is done to see particularly that it is used. The minor accident is potenti ally a major accident, illustrated by the case of a scratch leading to blood poisoning and deathr To my mind the minor accident Is even more to be watehed than the major, because the major will take care of itself, while the minor accident may become the major case. WEDNESDAY MORNING SESSION (Logging and Lumbering) The meeting convened at Hen-ten o'clock, at the Statler Hotel, Cleve land, Ohio, G. E. Sanford presiding. The motion picture, "Timber Toll," was shown by J. W. Smith of the T. H. Mastin Co., Kansas City, Missouri. Ciiaikmax Sanford: The first business is the report of the Nominat ing Committee for the new officers of the Section. M. C-. Goonsi'EKo (General Electric Co., Erie, Pa.) : Your Nominating Committee respectfully submits the" following names: Chairman, H. G. Wiberg, Lumber Mutual Casualty Insurance Co., New York City. Vice Chairman, C. J. Pettibone, Logging and Saw Mill Division--Ed ward Hines Yellow Pine Company, Lumberton, Miss. Vice Chairman. E. Ross Farra, Re-Manufacturing--U. S. Gypsum Co.. New Brighton. N. Y. l Secretary. J. B. Grier. American Car Sc. Foundry Co., Wilmington, Del- 'Woodworking Section 1107 Executive Committee, In Addition to Officers: Walter S. Payne, Aetna Life Insurance Co., Hartford, Conn, and G. E. Sanford, General Electric Company, Schenectady, N". Y.--Retiring- Chairman. The above named officers were elected. Chairman Sanford: I now take great pleasure in introducing to you H. G. Wiberg, your new Chairman, who will take over the remainder of the session today. Mr. Wiberg assumed the Chair. Chairman Wiberg: Gentlemen, I am very grateful to you for this honor and I will try to further the interests of the Woodworking Section to the best of my ability. SAFETY RULES AND DEVELOPMENT OF SAFETY GUARDS IN THE PLANT OF THE GREAT SOUTHERN LUMBER COMPANY W. H. Jennings, Engineer, Great Southern Lumber Company, Bogalusa, La. Both employers and employees should ' be interested in knowing the benefits to be derived through organized safety. Work of this kind means: (a) It prevents serious accidents with .possible loss of life. (b) It prevents sorrow and misery in the home, (c) It prevents loss of time and wages. (d) It keeps a man lOO- per cent safe and sound. (e) It helps to make a maximum of production. (f) It makes better men out of. each one of us as weTTearn that we have obligations to our fellow men as well as to our families and ourselves. We started our safety department three and a half years ago. Prior to then the safety work had been handled by a special committee which made inspections and held weekly meetings. As we operate one of the largest establishments in the industry, with 1,500 men in the saw mill plant and 700 in the logging camps, our accident rate has been high at times, reaching the peak in 1921, when there were 1,485 accidents. While many of them were slight, this record was high enough to warrant the organization of a safety department. A safety engineer was en gaged to take charge of the division and he started to educate the em ployees along the lines of accident prevention. We have guarded every hazard in the saw mill, such as gears, set screws, pulleys and belts. We also have safety chains on the kicker arms in log-decks, safety couplings .on all connections to the levers op erating the shot gun feed to saw mill carriages, cover box over foot pedals when not in use. These are inspected at least three times per week at noon. The matter of guarding and inspection applies to every department of the operations. Daily inspections are made over the plant to see that no guard is left off, and for other hazards and unsafe practices. In our logging operations we have many hazards that cannot be guarded such as the axe-saw skidding lines and tongs, ' rolling logs and falling 1108 Fourteenth Safety Congress engines, electric lights on engines, and all rolling stock inspected to keep in good shape. The important job is to educate the workmen to be careful, which is rather difficult as these laborers are drifters. We have a contest on among the three logging camps, giving a safety" flag to the camp making the best accident record for the month. This helped re duce the number of accidents. In our logging department, we have two four-line re-haul Clyde Skid- ders; two four horse Line Lidgerwood Skidders; two McG-ifTert Log Loaders; two Barnhart and two Marion Log Loaders; also a number of. teams logging with wagons; our steel gangs lay and take up several miles of track each day. One of our camps went through the month of March with but one slight accident. All of the camps have made good records this year. ^ In our saw mill we have four band saws, one Twin Band, four hand re-saws, two gangs, six edgers, working 198 men, sawing at the rate of 750,000 feet of lumber per day. This department went through the month of March with but two slight accidents with 18 days lost time. There had been as many as 25 to 30 accidents in this department in a single month two years ago. In 1921, there were 100 accidents in one month. In December, 1924, there were 19 accidents. With an average for the year of 28.8 accidents per month, the total number^of accidents for the year was 785, against 1, 485 in the year 1921. IT. With the organization of our safety department we began the publica tion of a monthly four page safety bulletin, which is given out as the men are paid off. This bulletin presents a comparative statement of accidents by departments. Tbe men take a pride in trying to keep tbeir department accident figures as low as possible. L/ With the use of National Safety Council bulletins--both large and small--which are put up in glass frames in each department as well as all kinds of home made signs and bulletins, safety is advertised to the men who cannot fail to notice them. We also presented some good safety and industrial pictures at our local Y. M. C. A. in Goodyear Park each week and at the colored Y. M. C. A. A large number=of people attended these shows. We also carried the pictures to the logging camps. Our company has taken the lead in. the matter of reforestation. work, having planted 91,000 acres of long and short leaf yellow pine, as well as lob-lolly. J. W. SariTH (T. H. Mastin & Company, Kansas City, Mo.) : Mr. Chair man, to give you an idea of what Mr. Jennings is bucking up against in a Southern sawmill, I have recently compiled figures on about 500 mills for the years 1920, 1921, 1922 and 1923, with an average employment of 47,000 men. Those mills turn into us 42,000 accident reports. Just think of that,--47,000 men ih four years producing 42,000 accidents. So if you work in. a sawmill you are bound to get hurt about once every four years. Some of them were very slight accidents and others were Woodworking Section 1109 fatal. Therefore, you can. see when Mr. Jennings says he has reduced accidents fifty per cent in from two to three year'3, he has done a re markable piece off work. EMPLOYING AND HANDLING MEN IN THE LOGGING AND LUMBER MANUFACTURING INDUSTRY D. T. Hulse, Dierks Lumber Co., De Queen, Ark. A number of years ago most saw mill companies throughout the coun try employed skilled and common workmen without any common, sys tematic effort to obtain good men, whenever a "labor shortage'* occurred. The lame, the halt, the almost blind, were a good part off the working force of almost every saw mill company, because when the inefficient man came, so Car as he was concerned, he came to stay. It was the rule to employ practically anyone who applied for work. As a result,- the work ing force was usually honeycombed with loafers, floaters, worthless rela tives, favorites, diseased men, the worn-out and decrepit, inexperienced men in advanced age, etc. The common explanation given in defense of employing such men was then, and even now is, by those who approve the practice, that they had to have men at once, or that the men had to live. etc. In maintaining a high standard of efficiency, the safety department Is a valuable factor. The term "efficient" in its largest sense, should in clude the term `careful." If true, each department, in a sense, is work ing for accident prevention and efficiency. The fact that they have, in many regards, a common purpose, makes each of them materially in terested in the work and progress of the other. If properly handled,- any of them has a tendency to greatly decrease the number and cost of acci dents. Each of them, if handled in the right way,, makes a more active and effectual working force. The safety supervisor can prevent many accidents by his personal in fluence and supervision, direct, or indirect, over the entire working force, individual and collective, when his safety first measures are un derstandable and practical to the workmen, if they are carried out by act and word in a diplomatic way, if he has the co-operation and sup port of the operating management. Safety Department Must Be Supported The general manager of a company is in a position to make or lose the company more money than anyone else connected with it. His in fluence, in his position, in personality and policies, in supporting or re fusing to support, the employment, medical, and safety departments is more effective than that of anyone else in the service. For instance, if he does not support and co-operate with the employ^ ment and medical departments in securing able-bodied and efficient men, the superintendent and foremen will not likely support or co-operate with these departments. If he does not support the safety supervisor in pro 1110 Fourteenth Safety Congress tecting life and limb by practical guards and safety devices, obtaining tbe active support of the superintendents and foremen, and, through them the working force, by his influence, the company is again a loser by his action. The spirit of his influence through the superintendents and fore men, is usually reflected more or less in the action of the working force, regardless of whether it is good or bad. In well organized companies where the safety supervisor has received the support and co-operation of the entire operating management, according to reliable authority, acci dents have been reduced from 50 per cent to 75 per cent. Of this number only one-third of the reduction has been accomplished by mechanical guards and safety devices. Two-thirds has been accomplished by thor ough organization and educational methods by the safety supervisor, through the general manager acting, through the superintendents and foremen thereby getting them convinced and on the job, and, through them, reaching the workmen and getting them intelligently and actively interested in protecting themselves." Accident Records Have Good Influence In addition to handling the applications and medidal reports of each employee and ex-employee, the writer, as claims attorney, keeps on file the reports of each accident, investigation and settlement of each acci dent that occurred during the year. The accident reports of each saw mill plant are kept separate from its woods department and are listed according to the foreman under whom the accidents occur. They are numbered consecutively beginning with the last accident number of the previous year. In the front of the ledger, the names of the injured par ties are arranged according to a 320 division index, like that in use on the index cards of the employment department, and after each name, in one column is the date of the^accident, and in another column what it cost. For further information, the accident reports can be turned to In the ledger. Following the Jndex, is a separate summary of the num ber and cost of the accidents of each plant and Woods Department and each foreman thereof. In addition, in this summary, is given the num ber of accidents due to the negligence of each foreman, the cost of each and their total cost. When this is -done, the record of each foreman can be compared with his record for each previous year and with the record of any other foreman in the service of either of the associated companies who holds a like position. This information is accessible to the employer and to the local management at any .time. The knowledge of this fact, on the part of anyone who may be held responsible for acci dent cost and prevention, has a wholesome influence. We have written a number of the facts which we think are of special interest in employing, placing" and handling men in. the logging and lumber manufacturing industry. We now offer statistics and other evi dence of the associated companies in support of such facts. In an ar ticle by Mr. D. V. Dierks, published March 25, 1922, in the "Lumber World Review," the following appears: Woodworking Section 1111 `TABLE NO. 1.--NUMBER OP DAYS LOST BY THE EMPLOYEES AT THE THREE FOLLOWING PLANTS FOR THE YEARS 1920 AND 3 921. In making this compilation, deaths were figured as 2,520 days lost. Mill 1920 1921 Dierks _____=...................................................................................................................................... 2,33S 1,349 Broken Bow ---------------------.......................................................................................................-11,940 3,230 Wright .== 4,202 1,113 Totals ...18,480 5,692 TABLE NO. 2--NUMBER OP DOLLARS PAID OUT BY THE INSUR ANCE COMPANY BECAUSE OP ACCIDENTS AT THE THREE MILLS POR THE YEARS 1919, 1920 AND 1921 Year Year Year Mill __ 1919 1920 1921 Dierks ______________________$10,184.77 $ 8,469.61 $3,142.10 Broken Bow _____________ 6,203.42 9,845.90 4,312.48 Wright _____________________________________________ 1,607.42 1.95S.72 1,016.40 17,995.61 $20,274.23 $8,470.98 Departments That Justify Their Existence Due to limited time, the writer has not obtained like statistics for the years of 1923 and 1924Lbut we believe that such data for these years will be a great deal more convincing than that given. An additional saving has also been effected since the organization of the insurance and safety departments. Mr. Glazier and Mr. Peterson of these departments have informed me, that over and above the total cost of said departments, the total saving to the associated companies in accident cost for the first fiscal year of their organization, is approximately $25,000 less than any of the three last next preceding years. The employment department alone, according to an estimate of one of the owners of the associated companies, means the. saving of approximately $100,000 a year. Mr. Ed. Wax, one of the auditors of said companies, states that a great deal more than said sum has been saved yearly by the employment depart ment. If this is true, it is due to the fact that it has received the co operation and supportThf the operating management and medical depart ment. We think that the employment, medical and safety departments are "not only good ethics, but good business." SAFETY GUARDS BUILT IN AND SAFE METHODS ON OPERATING MECHANICAL SKIDDERS J. H. Dickinson, Manager of Logging Machinery Department, Lidgerwood Manufacturing Company, New York City A mechanical skidder, as referred to in this paper, is a specially 1113 Fourteenth Safety Congress with, wire rope and specially constructed logging pulley blocks. This mechanical skidder is a machine for getting logs out of the woods. The word skidding; usually means the pulling of the logs over the ground by dragging, or with one end suspended and the other end dragging over the surface of the ground, but the word skidder or skidding logs today also means the act of bringing in the logs from where the tree is felled to the logging railroad or stream, no matter if dragged over the ground or entirely suspended, as is often done in the rough mountaineous timber sections. Mechanical skidders are divided in two general classes, viz:--the overhead skidding method, and the ground ; skidding method. The overhead skidder is a skidder employing a main cable over which a skidding carriage is operated. This carriage is so rigged up by ropes leading to the friction drums of the skidding engine so as to enable the operator to drag in the log or logs - on the ground or with the front end suspended so as to clear the obstructions when being skidded in; or the log or logs may be wholly suspended so as to entirely dear the ground when being brought in by the overhead skidder. All other mechanical skidders are known as ground skidders. The various types of skidders are built with and without combined loading attachments. Having thus given a general description of the various methods of skidding I will proceed to point out the development of the first crude skidder to the present day- machines of higher efficiency and at the same time made safer in its use in the woods. From early history we find the first skidder equipment was of the overhead cableway skidder^ and the first machine used Manila rope instead of wire rope to take the logs out of low places on very short spans. Shortly after a wire rope or cable was substituted for the Manila rope as a main cable, upon which the carriage or trolley ran. The receding or outhaul rope was not changed to wire rope until 1S92. or nine years after the first Lidgerwood hoisting engine was rigged up as a log- skidder. This change to full equipment of wire rope for all lines. Including guy lines, came about in the Green Swamps of North Carolina, near `Wilmington, North Carolina, due- to the slacking down into the water of the swamp the outhaul rope and becoming water soaked and thus weakened, which - naturally caused break-downs and delays. In those days light weight wire rope was a very important factor in logging, due to the crude methods of shifting ropes in the woods,--also on account of the method then of pulling slack in the skidding line by band. To obviate the dangers in using the light weight wire ropes forced the rope manufacturers to build for the log ging industry the highest possible grade of wire rope. Also in this older type of pulling slack by hand the men were located under the cableway span when pulling slack and thus always in danger of the slack in the outhaul rope dropping down and endangering these men. Today, with the improved mechanical slack pulling done by the skid ding engine these men are entirely eliminated, and only the tong man Woodworking Section 1113 steps under the linei and grabs the lowered end of the skidding line, whieh can only be done by holding the other1 lines taut--thus elimi nating all of the old dangers in the woods end of the.;overhead cableway skidder. '* " At the head spar end of the overhead cablewaytlogging system the details of material used and method of rigging''has been carefully worked out and gradually improved for safety. The main cable must break at times due to wear caused by the carriage travelling over it. There is no danger toy men working upon the skidder when this main cable comes down, due to a break in the span. There would be great danger when the anchors let loose if the main cable connecting rope was not used over a saddle block on the head spar. This anchorage end of the main cable connecting rope must be sufficiently long to allow the load on the main cable to drop down and rest upon the ground no mat ter what position on the span, before the shackle connection between the anchorage rope and main cable extension rope is pulled up to the saddle located on the_ head span. Any shocks or tendencies ' to sway the spar when main cable or any of its extensions' break is held in check by the spar guys. * The overloading of the main cable can be prevented by having an automatic releasing drum to tighten up the main cable heel block equipment. Such a device has been developed for the Lidgerwood Cable- way Skidders. -- ;p;. - When overhead skidding engine is used with a tree for head spar the top of the tree should be cut off to prevent any danger of limbs beihg shaken off from the tree. The tree selected for the head spar should be sound, andJf possible, straight grained, and then well guyed. Cutting the top of the tree off is considered today a very simple opera tion by the average skidder rigger. The usual method is for the rigger to go up the tree, strap himself at the correct height, and chop off the top. Another method now used, especially on the large Pacific Coast spar trees, is to blow the top off -by a special way of placing dyna mite sticks around the trunk of the tree at the place' where the top is to be blown off. Construction of Logging Machinery All logging machinery should he constructed much heavier than gen eral hoisting machinery. Referring to the catalogues of the Lidgerwood Manufacturing Company I have selected similar double cylinder,, two friction drum engines with boilers, all having 9x10 cylinders. Contractors hoisting engine weighs 13,700 pounds,--a light type ground skidding engine weighs 18,510 pounds, while the higher pressure 9x10 skidding engine weighs 23,260 pounds,--i. e. the same size cylinder skidding engine weighs about 70 per cent more than the regular hoisting engine. Very often lumber companies insist upon purchasing regular or special hoisting engines for logging purposes due to the great sav ing in first cost of plant. Of course such machinery is more subject 1 114 Fourteenth Safety Congress to 'breakdowns and delays and naturally more hazardous in its opera tion. There is no excuse for making logging engines light; but blocks, rope and rigging must be as light as possible. The skidding engine moves itself by its own steam, if not by a locomotive, while the blocks, ropes and rigging must be ^handled in the woods by the men. This usually calls for the lightest blocks, ropes and rigging to give safety, and therefore the highest grade of material in the blocks, ropes and fit tings must be specified. Naturally there is always the danger of the logger ordering inferior replacements of the same size and weight, if the original are not duplicated. Blocks hung with rigging chains arts rigged to the head spar high up on the tree, above the heads of the skidder and loader men. The manufacturer furnished with the original skidding outfit the highest grade of tested short link -tigging chains. For replacement the lumberman may order from a local supply house and a commercial standard chain is naturally furnished, as these special chains would not pay to stock unless specially ordered for just, such work. Blocks Must Be Made of Best Grade Material On account of having as light weight ropes as possible in logging, a factor of safety of three Jor operating ropes is generally used by manufacturers. For changing lines, side lines, and lines for similar use, where there is practically no danger, the factor of safety of even three is not adhered to. The pulley or logging blocks must be made of the best grade material in order to have light weight as well as great wearing qualities. Also where danger to men might occur, due to the natural wearing out of the block, such wearing parts are made with a greater factor of safety to allow sufficient strength to such parts when the block is worn out or otherwise, or made unfit for use. Also where the blocks have to lead or deflect in various directions from the head spar, the top of the blocks are made to swivel so as to give perfect leads and also to avoid any twisting strains brought upon the side of the skidding blocks. For heavy logging operations, where large sheaved tail tree blocks are necessary, the blocks must be so constructed as to be readily taken apart so that the riggers can carry them in sections from place to place. This requires specially designed blocks that are not only put together in the field readily by any one, but must also go together in such a way as to make it foolproof and safe. Ingenious Devices To Make Logging System Safer To make the logging system safer a great many ingenious devices have been designed for giving the signals for starting and stopping the operation when skidding logs. The original swamp system (as spans were short) was simply by locating a boy in a position in the woods where the leverman operating the engine could watch him and receive the simple signals given by hand as received from head tong or choker man. This signal boy must always be located near enough to the tong man so as to receive signals and instructions by word of - "Woodworking Section 1115 moatb; On account of noise or skidding engine exhausting, and other, causes, other bn band signals must be a whistle, bell or a: gong on the skldder operated mechanically or electrically and loud enough for he leverman to hear. A positive safe signal system is a- very im portant item, especially on any long distance skidding system. The selection of one to stop when running as well as one to start when idle seems to be safer. If men are hooking on logs and signal man should misunderstand orders and give signal `one' to start,, he then can readily correct the mistake by repeating signal `one,' which would immedately stop the machine, while a complicated signal might be more confusing at such a critical moment. Leverman Should Carefully Examine Apparatus The leverman should carefully examine cablesy^blocks and rigging as well as main ports of the skidding engine before starting up in the morning. A hasty examination is all that is necessary providing the rigger who attends to oiling the skidder, blocks, etc., inspects them when oiling. Bothers should be correctly filled with water each night while hot before emitting for the night. All of the above precautions means greater safety. -= During the dry season, especially, all fires in boilers should be put out, or made properly secure against any gust of wind that might spread sparks or ashes. Oiling or cleaning should never be done while the skidder is in motion. All logging engines should have a stop valve in the steam pipe Just above the throttle valve. Also this stop valve should be in handy reach of the leverman so he can readily and easily operate it- This stop valve should always be closed before a "*" is permitted to dltnb over Che drum of the logging engine or do anything that might become dangerous in case the engine should make a larch due to leaking of the throttle valve. Also any revolving parts where leverman might accidentally stick his foot should be protected, as for instance the crank wheel upon a logging engine. Rope guards to protect the gears and other parts should be carefully designed and substantially made, as poorly de signed safety protections may not only become a source of annoyance upon the equipment but also a danger to men around the machine. In designing logging machinery the importance of safety must con stantly be kept in mind, and a close co-operation must exist between the field end and draughting room in. such designing. The natural tendency is to increase speed and power of the improved methods of skidding so as to increase capacities. This requires making skidding engines heavier, which means more dangerous and bulky to more,, un less improved moving .methods are used. Upon the Pacific Coast steel spar skidders are used. The spar is mounted upon a 4-post tower by means of a universal trunnion which allows the top of the spar to yield in any direction, while jthe guys take all the side strains. There fore this tall spar only takes the vertical load and all twisting strains in the spar are prevented. "When moving skidder from place to place --i ~~SJ '_r \j- , VOI7 the spar is lowered until upper end of spar rests upon a car ahead. Although these Pacific Coast log skidding and. log loading machines weigh about 300,000 pounds, yet they, now more as quickly and safely as the smaller skidding equipment of the south. The southern equip ment is moved upon a car with two trucks or eight wheels, while the heavier Pacific Coast skidder. Is moved on six trucks or twenty-four wheels, thus flexibility and, safety has been accomplished. Protection For Men Operating Skidders Men operating skidders should always be protected with a kind of roof or guard above their heads to prevent any danger of an accident in case something overheads should break and fall such as a rope, block, shackles or the like. In the woods accidents to men can be avoided if men hooking on logs would, after hooking on a load, take the position on the safe side of the lines before the leverman starts in the load. The most hazardous work in lumbering however is tree felling and accidents due to such work can be lessened by employment of only men skilled in such work. The overhead skidding methods have been made less dangerous than the ground skidding methods, especially where the logs are blocked out by snatch blocks. The act of skidding logs - in the woods is not as hazardous as loading, transporting and unloading of logs. _ Standard skidding machines tend to reduce accidents as the work ing public is more familiar ^with them. Standard skidding equipment also assists the woods foreman in their supervisions, making it more likely that they will always have in the camp men who have had ex perience with such machinery Good foremen with good standard tools will secure lower logging costs with less accidents to machinery and men. THE EVOLUTION OF SAFETY IN WOODWORKING MACHINERY P. G. Farrow, Vice President, P. B. Yates Machine Co., Beloit, Wis. The element of safety in operation in our present day machinery has not suffered through the concentration on greater production. In wood working machinery, as perhaps in no other line of production, the danger in our earlier machines has been most great. Usually operators of the old school are recognized readily by their hands. A finger missing, two fingers gone, and in many edSfes their whole hand severed through the operation of machinery which was not safe. It may be they were lost in the gears of the drive which were not properly protected, or they were unfortunate enough to lose their hand in the old square head which is now replaced In the major portion, of cases by the round head. Responsibility for these things can not be placed. It is one phase of development which every line of Industry must undergo. Recently legis Woodworking . Section 1117 lation lias been enacted which compels manufacturers to safeguard their machines. But long before laws were enacted our organization had made progress in this direction. In the design of a new machine safety was considered as well as new factors for production and operating efficiency. One of the strongest talking points in the sale of woodworking machinery today is operating efficiency and safety. In tracing the evolution of woodworking machinery one could take almost any type of machine and show certain major improvements in the course of its development. The types I have chosen to talk about are sizers and planers and matchers. These big powerful machines with their fast feeds have always up to the present time contained a certain ele ment of danger to the operator. ' In the earliest types of these machines a train of gears furnished the motive power for the drive and feed works. These were exposed en tirely and offered a constant menace to the operator, endangering the loss of hands, arms, and in many cases his very life. On earlier models even the heads were not protected and the belts always were exposed. Then by gradual steps Improvements were added until our present day machines are as safe as it is possible to make them. Motorization has played an important part in the safety of woodworking machinery as well as greater efficiency and the privilege of placing it in the most advantageous position in the mill. The direct motor driven machine eliminates countershafts and belts' and gives greater protection to the operator. During the development of planers and matchers there were nine major steps of importance. The old No. 3 sizer was one of the first types of heavy duty machines built by the Yates Company. The drive was through a train of gears exposed entirely. No guards of any kind were used for the belts or gears of this machine. The danger of operating a machine of this type is very evident to us who are familiar with the well guarded machines of to day. Very shortly after this machine was in the field the second step in development occurred. A- thin strip of steel was added for protection on the top of the gears only. This, while a slight improvement, was hardly better than nothing, as it still did not begin to protect the operator and furthermore, refuse and chips found an easy lodging place between the teeth of the gears and^nuch valuable productive time was lost in re moving them. ____ The third step found some of the gears protected by cast iron covers at the back and top but not in front. The gears driving the infeed rolls are exposed entirely. The reason for protecting the gears in back is hard to explain as it still would be very easy for the operator to become en tangled if extreme caution were not exerted. In the fourth step all of the gears have some protection at this stage - of development. They are protected on the top, where they are most dangerous, but it is very evident that chances for improvement still are great. mo jr unrivtsrutL ou/e(i/ tjunyreiss In steps three, four and five, the guards are at the rear and top; the teeth of the gears are enclosed, but the spokes are exposed. The fifth is the most important step from, a safety standpoint up to this time. The drive gears are totally enclosed and complete protection given to the operator at this point. The fifth step was the first really worth while development from a safety standpoint made in the construction of wood working machinery. The next improvement in. the construction has all of the gears totally enclosed and the guards are dust proof. This improvement was as im portant to production as it was to safety by eliminating the clogging of waste and shavings in the, gear teeth. The only real criticism to of fer on the construction of these guards is that they were fastened to the machine by cap screws and considerable time was wasted when it became necessary to remove them. In all these cases the belts have been exposed. I think we all know how disagreeable it would be to become tangled up in a belt which is driving ahead at 3600 R.P.M. In step number six, all gears and belts are covered and complete pro tection is given to the operator. The improved A-7 flooring =machine has even the long, belt for the side heads covered completely. Points Out That Square Heads are a Menace On all machines up to this time square heads were used. I believe every one will agree with me when I say that square heads are one of the most dangerous things operators have had to contend with. In 1904 the Yates Company designed, the first round head. This head was ordered special and was sent to a company in Germany. Our engineers readily saw the advantages of a round head over the square head both from a production standpoint and as a matter of safety to the operator. In 1907 round heads were first introduced to the trade in general. When their advantages were explained to buyers they were, in most cases, ac cepted instantly. The round, head, with its greater number of knives makes it possible to get many more knife cuts per inch of stock at a given feed than a square head. The more knife cuts there are on the stock the smoother and better the work will be. Also there is a greater margin of safety in using thejcound, head in place of the square head. With a round head the objections to the square head are overcome. The number of knives is not fixed and heads may be purchased now ranging from two to ten knives. In addition to the advantages offered In production, if an operator were caught in a round head, outside of his being lacerated considerably, the chances would be all in his favor for keeping his hand which he would very likely loose in the square head. As our mills became more modernized, and as the-population increased production was the big problem of all mill owners. Manufacturers of woodworking machinery had to increase the speed of feed of their ma chinery to stay in business. Faster feeds introduced the varioucrfeeding tables on the market today, IFoocbicorhing Section 1119 Our 10S moulder with a hopper feeding table keeps more stock into the cut than, is possible by hand feeding and eliminates the chance of the operator getting his arm under the feed rolls. The latest Yates A-66 electric planer and matcher is a machine which has forty-two years of experience in woodworking machinery construc tion behind it. There is not an exposed moving part on' the entire ma chine. Each head and the feed is driven by motors. This eliminates all counter shafts and belts, adds greatly to the efficiency of the machine as well as insuring greater safety. This machine may be stopped from either the outfeed or infeeding end or any of the heads may be started and stopped independently of the other. All adjustments, push buttons and controls are placed in the logical position for the operator. There is no necessity for the operator, who might be adjusting the profile heads, to leave his position and go to the infeeding end of the machine to start or stop the heads. 3? LUNCHEON MEETING The Luncheon meeting convened at two-thirty o'clock, in the Statler Hotel, Cleveland, Ohio, H. G. Wiberg, presiding. Chairman Wiberg: Has any one any phase of the guarding question or any particular problem that he would like to discuss? S. E. Stout (The Mengel Co., Louisville, Ky.) : In the metal trade field where I have a lathe operator or an operator of almost any metal working machinery, when he sets up that machine and then probably sits on a chair and watches it most of the time, if that fellow gets a finger bruised, he doesn't use it very much; he can continue operating. On the other hand, if he is working on a high production basis with a machine company, that 'man has to handle that work very quickly and if he gets a bruised finger, I have to let him rest a day or two and I call him a lost time accident, whereas in the metal company he was not a lost time accident. ' I am beginning to doubt in my own mind whether that question of lost time is the right basis and whether we must not compare one trade with another in arriving at a satisfactory basis. J. W. Smith (T. H. Mastin & Co., Kansas City, Mo.): You can't com pare one industry with^ another. The only comparison you could use in a community would be to get the same industries in that community and compare them. I wouldn't want to compare a sawmill with a coal mine, for instance. Chairman Wiberg: "That is the truth. You take, for instance, the basis on which the rates are made in a compensation or liability state is entire ly different. In getting the rate for the metal working plant you simply take into account the accidents in the mtetal working plants. 1130 Fourteenth Safety Congress S- E. Stout1 {The Mengel Co., Louisville, Ky.): What hasi3 are you going- to compare them on, unless you go down to the severity question? Chairman Wibekg: That is a difficult problem, of course; modifica tions have been suggested somewhat along the lines of the relative regrees of severity of accidents in those different departments. If you have a machine shop and a sawmill, it has been suggested that in mak ing- any comparison or establishing a contest there, that you would modify the losses in the machine shop by some factor such as two or three-tenths of a per cent, to bring them down on- the same basis as the saw mill accidents, where the sawmill is the governing classification. E. Ross Fabba (TJ. S. Gypsum Co., New Brighton. N. Y.): Yet, if he has a woodworking plant where his hazard is fifty times as great as it is in the repair plant, isn't it logical that he has to work fifty times as hard to put safety over in that department as he does in the other one? Dr. W. G. Baird (Dierks Lumber Co., Kansas City, Mo.) : In the' saw mill business we have machine shops. Electrical Department, Logging Department, and so forth. In our Electrical Department we have five men who work on wires of a high tension type, and in five years we have had only- six hours lost timer On other things which are very much more hazardous, we have had many times that many hours. It is all in that particular instance due to the foreman. We have a- very splendid foreman in the Electrical Department, who puts safety over. Matthew Lund (Furniture Mutual Insurance Co., Grand Rapids, Mich.) : I want to emphasize that the method of collecting the statistics to my mind is wrong. I classify each operation or machine. In the fifty-eight factories, which gives a very fair average, a man might have that many departments. We have some men in one place, a couple less in another, and so on down the line. I jot them down as shaper men. sticker men, joiner men. cutter* and ripper*, boring machine men; in fast, I classify them alL 1 jet them all down one line and I have a comparison. The possibility of ncekSents to a finisher is so much more remote, for instance, than that of a shaper band, that I don't think they should be in the same category: they don't belong together, they have no relation. S. E. Stout (The Mengel bulMdt. Ky.): To continue on that one question, I know of a plant wfckh last year, as compared to this year, cut its severity of accidents tms $)^M a year down to less than S2.000 a year. The number of lecktenatr. Wcwer. based on lost time, has increased. Now. is that plant going in the right direction or in the wrong direction? Cu-ukjcax Wiberg: There is no question hot what the final correct way of considering accidents is on the hasis of the severity. The number does not,count because you take two plants side by side,--one will report every little scratch and the other plant may not report an accident unless the man goes to the doctor. Is sent outside of the plant, and receives special attention, and is off for a day or more from his work. The sever ity is the real comparative basis: there is no question of that to my mind. 'Woodtoorfoing Section 1121 THURSDAY MORNING SESSION The meeting convened at ten-fifteen o'clock, at the Statler Hotel, Cleveland, Ohio, W. G. Wiberg, presiding. PERSONAL TOUCH IN SAFETY Nat. F. Bartlett, Traffic Manager Hollingsworth . Vose Company, Boston, Mass. One of the greatest factors of the success of the safety movement should be the personal touch. Hollingsworth Sc Vose Company, paper manufacturers, with whom I have the pleasure of being associated, have in Valentine Hollingsworth, President, and Louis E. Vose, Vice-President, gentlemen who appreciate the value of the safety movement, and realize also that there must be associated with safety the personal touch. Their approval of the pro gram which we carry out has shown that they are both personally In terested ini the safety of the men employed at both mills. Our safety committees meet regularly, and at our meetings we plan a program that will be of interest to the employee. Every second month we engage the moving picture theatre at East Walpole, Mass., and West Groton, Mass., where the mills are. located, and invite all the employees and their families, and present to them through moving pictures some thing of a personal and educational nature. At our last meeting, in addition to the pictures, we secured a dentist who gave an interesting and Instructive address bn the care of the teeth. Each summer we have a big field day, and all the employees and their families are the guests of the company. = The men have shown their appreciation of our interest in them, and we know that our labors are not in vain. We also work in close harmony with the insurance company, doing all possible to bring about prompt attention to the cases of any employee who happens to be unfortunate enough to he the victim of an accident requiring his absence from his work- ` The company has also shown an interest in the employee through the co-operative sick and accident plan. Our company has surely seen the vital importance of the personal touch in Safety, and records this year have shown that it is worth while. If I were asked to define "The Personal Touch," I would simply say it meant the "Heart that Peels." All of us at one time were young boys going to school and, if it happened to he that we were obliged to make long trips to school, we have never forgotten those who always would stop the old horse and invite us to jump in and have a ride; that ride to us meant a great deal at that time. That man had the "Heart that Feels." ___ 1 Every foreman should have the heart that feels. He Is the direct Koail nf tho nomnanv and thrnnrh him denendtt the 1122 Fourteenth Safety Congress success of the safety movement in his department. He should be as interested in his men as in his work, and must also keep his men con tented, as it has been wisely said that a contented man is careful in his work, and, surely, a careful man is the best safety device. I believe that a foreman should inquire as to how the family of the employee is; that is, if sickness exists in that one's home, a kind word goes a. long way, and makes a fast friend. We never know what the men in our employ have to contend with outside the factory, and a "Good Morning" said to them as we pass by will show that we are interested in them personally as well as in the work to which they have been assigned. The employee will also learn through you that he should render to his foreman, and his firm, the very best that is in him, .as he will see that you are rendering to him the best that is in you. Phillips Brooks, that great man, had the heart' that feels; and it made the religion he preached a. living, vital, transforming power, a reality in the lives of men. JEdith Cavell had the heart that feels; it saved weary, worn, dis couraged souls, strengthened their bodies, sent them back to fight, and, in its final sacrifice, gave to the world a picture of heroism that will never be forgotten. I think of two young meir under twenty-five years of age who went into the service of their country, and went across as privates in the ranks. In birth, education, and social standing they could not have been further apart. One had been taught to hate the class his fellow soldier'/ represented; the other's training had led him to ignore, or scorn, menV^' such as these who were to go with him into battle. But, in the mudfilled, bloodstained trenches, each found the other's heart. One day. when the young man to whom life had given few opportunities lay dying from weakness and shock after an operation, his mate of the trenches, to whom life had been very generous, and who had just recovered from a splintered shoulder, gave _his own blood to save his friend. The operation was a success, and in time both went back to their unit ana on into the area of occupation. They are at home now. The one to whom life has given so little opportunity has lost the bitterness of class hatred. It has developed. a determination to ` make plans for bringing about mutual understanding among men, and the fine spirit in his work promises much. ^The other has found his brother's heart that was hidden from him under the maze of things. He has become conscious of responsibility; and plans for building substantial bridges of justice over the chasm that yawns between those who have and those who have not are now his passion. These are only two, but they repre sent many others who, in the days when realities were very near and very clear, felt the thrill of hearts stimulated to the point where they could mutually understand. If we desire to be leaders of the men under our leadership, we must be endued with that spirit which comes only through the personal touch, or the heart that feels. The men will readily see that we have in our very life that which they have been looking for, and you will Woodtvorking Section 1123 find that it will become contagious. If we expect great things of oat men, how much more our firm must expect of us! We must also instill into the employee the fact that he is His Brother's Keeper; that, he is responsible to a large degree for his fellow employee's safety. If every employee could realize the personal touch in safety, how amazing the record of the year would be. No one wants to lie in a hospital as the result of some careless act of a fellow workman, yet if every one would think of the other fellow in the same terms that he expects the other fellow to think of him the results would be surprising. Yet it can be done. someon.e may say that it cannot be done; but have they tried it? Ifc was not many years ago that Robert Fulton was scoffed at because he saw a vision of a steamboat. The neighbors thought he was crazy, but he knew that his plan would render valuable service to industry as well as to future generations and, by keeping at it, accomplished that which he set his hand to do. George Washington, at Valley Forge, had a vision and kept his faith with his Country, and received from his men that fidelity which came through his personal touch, and gained through sufferings that for which he aimed. We'all can do the same thing in our Safety work, but it means sacrifice and time. It means that we have to show to those in whose employ we are that we are going to put the Safety movement across, and that the personal touch will be the in strument through which our work will meet the best results. _ %: ~- INFECTIONS FROM WOOD SLIDERS Dr. C. F. N. Schram, Surgeon, Fairbanks, Morse & Co., Inc., Beloit, Wis. There is nothing inrliterature on "Infections- from Wood Slivers" that I have been able to find. I have not been able to talk to any =physician and have him tell me anything about infections from wood slivers per se. There is nothing in the wood itself - that produces an infection. A medical man would hardly expect it. We do get infections following wood slivers. We get a large number of small infections because the man in handling wood, gets small slivers under the skin and he abso lutely doesn't know it at the time; he doesn't feel it; he doesn't pay attention to it. The next morning or the day after there is a little red spot there and be has a little infection, and he comes to the First Aid Department. We see a large number of those small infections. I can cite to you instances of men dying following wood slivers; I can cite to you other instances where wood slivers have gone in underneath the skin deeply, where they have been removed a year, a year and a half, two or three years subsequent to that time, with absolutely no sign of infection from a large wood sliver. One of those occurred in our plant at Beloit, where a man in making wheels for windmills ran a sliver an inch and three-quarters long, half an inch wide at the base, pointed at the other end, into the palm of his hand. This happened while I was on my vacation one August. I removed that sliver the follow- 1124 Fourteenth Safety Congress ing January, and at no time did we have any infection in that hand. I didn't see the man after I came back to work until he came in and said he felt a little lump in the palm of his hand and he wondered what it was. We took a picture and there was a wood sliver. The sliver was irregular, but it probably was two-thirds covered with paint. But now where is the loop-Tiole, where is the difference between the sliver that goes in and doesn't produce infection and the sliver that goes under the skin and does produce infection? We do get infections from wood slivers, but it isn't because of the wood. Let us just rule that out. It is because the infection is either on the sliver and Is carried in. it is on the clothing and is carried into the skin, or it is on the skin and is carried in. Then there are two other factors,--the virulence of the bug that goes in, and the resistance of the individual into whom it goes. 3STow, when you have all of that, you have the whole gist of infections from wood slivers. What do we do with the infection when we get it? That is probably the next interesting point. Ope man came to me yesterday and said. "We have run a series of lost time infections, we have a graduate nurse on the job who is topnotch; welhave had the doctor, a mighty keen chap, out there and he can't find anything wrong. I want to' know if you can.'* I told him, "I can't because I don't know what your situation is." I told him what we did and I gaye him two suggestions, both of which he felt possibly would add. One of them was this: We never discharge a man from the shop hospital. When I first went to Beloit, the nurse, when she got the patient into a condition where she felt that he didn't need to corn back with that injury any more, that he was well, told him so. "I don't think you will need to bother with that any more," she said to the man pleasantly and kindly. But in a few cases that thing turned up afterward and then they said, "The nurse told me not to come back." - I thought I saw a better way and I said, "Let's just change the word ing of that and tell the man: `If that thing bothers you, you come back.' " In other words, he wasn't discharged. It meant exactly the same thing, we were both looking for the same thing, but we just changed the wording of it. I have changed the wording of a lot of our phraseology, just to get the right impression across to employees. The next proposition that L told this gentleman about was that on all infections, Avhere it was possible--Of course, this doesn't apply to certain parts of the anatomy; you can't put an alcohol dressing over the eye, but when we get an infectionJn the. arm or fingers or toes,--we put on a denatured alcohol dressing, i I am emphasizing the "denatured" not because I want to use it--I would rather use grain alcohol--but I don't want any alcohol in the shop hospital. ,,-I have been using denatured alcohol not because prohibition went into effect,--but because my ancestry was Scotch and denatured alcohol Is cheaper, and I am running my de partment on a budget, and we are getting by with denatured alcohol on the dressing and we are getting good results from it. 'Woodworking Section 11-35 This man put this proposition up to me: "Our men are working In the shop and running' gears and putting oil on those gears, and when we put on an alcohol dressing, it is soaked in oil within a few minntes." I thought about that problem and said, "You keep that man out of the shop for a few days, or have the man come back and have the dress ing changed often enough to keep it dry. Also made the suggestion that he use an unbleached muslin finger lot. We use them. We have them made in three sizes, and use them to take care of cases of .infection. I think, ladies and gentlemen, I have given you about what I know in regard to taking cargrof the infections generally. The individual infec tion you will have to handle as it comes up according to what you have, but remember that the material that you handle, ninety-nine times out of one hundred, has nothing to do with the infection. It is the bacteria which produce the infection. They may be on the material, on the cloth ing, or on the skin, and they are going inside. The way you handle the man is going to solve the lost time problem for infections. Capt. G. R. G. FjsIIer (The Illinois Manufacturer's Mutual Casualty Assn., Chicago, 111.) : I would like to ask Dr. Schram, is it entirely safe to use denatured alcohol? Dr. Sciiram. We have used it for four years. We are seeing about two hundred patients daily. Out of the two hundred, probably forty of them are medical eases, probably forty of them are eye cases, and probably one hundred are re-dressings. Out of the re-dressings there may be all the way from, fifteen to twenty-five that are cases where we don't know .that there is an infection present; it doesn't show up on the surface, but I feel that the safe procedure is an alcohol dressing. I want to be sure to avoid an infection. A certain percentage of that fifteen to twenty-five are little boils or acne spots that have nothing to do with the industry at all, but the man is on the job. We take care of any man who is on the job, just the minute he drops off the job and is a non-shop case, he goes to the family physician for attention; for I haven't had an alcohol burner haven't had a man off the job due to the treat ment. " We use other drugs or solutions in the treatment of infections, but our standard routine treatment for small infections is a wet dressing of de natured alcohol. Capt. Fisher: I would like to say. Doctor, that it has been reported that seven-tenths of all syphilis causes Infection. Miss Florence L. Berry (Prophylactic Tooth Brush Co., Florence): I would like to ask. Dr. Schram, if you keep that alcohol dressing for a period of time; for how long do you ask the patient to come back for a dressing? = Dr. Schram: As long as need be. Miss Florbxce L. TJerry: Then what do yon do with the men who come to you immediately, and the sliver is removed,--do yww me Iodine? Dr. Schram-: With a small sliver, we twe fcatfa* and a drese&tg. 1126 Fourteenth, /safety aongress Dit. Don F. Kxjdxer (Hayes Wheel Co., Jackson, Miss.) : We have a Woodworking Plant where we get a lot of slivers, and I believe that all that-has been said about the immediate treatment of these wounds is one of the most important things. We haven't had an infection from a small wound in several months in this plant. We have two plants. I am trying it out in the Wood Wheel Plant, where we haven't had an infection in several months. I think it is a very good idea. We installed a system of changing the iodine about every month or it will become too strong. We use about a four per cent tincture of iodine, and in this way I think we have reduced our infections from small wounds to a minimum. When we get a large puncture wound from a sliver, we endeavor to cauterize that with strong phenol or some other strong, antiseptic. It is a little bit painful to the men, but we haven't had many infections from the larger puncture wounds by cauterizing the wound deeply, as soon as the foreign bodies are removed. Frank L. Wanzek <Steel Company of Ontario, Canada) : As to slivers and infections, we have a lot of them. The plant seems to be full of infection, from overwork and from many other things, from broken skin, etc. The trouble with these cases is that the men don't come to us quickly enough. ________ W. H. Brown (Mead Palp and Paper Co. Chillicothe, Ohio)" We have our mill and another bunch on construction building in another plant. We had a good many more injuries on construction than we did in the mill proper. There were no infections at all from construction work when the mill in every other case did show up infection. We had to watch them pretty closely. We got to studying and wondering where the Infection came from. In The mill proper they are using rags to wipe machinery with, as well as for their hands. We took the rags and had them analyzed, and they came back with the report that they were full of something or other, using a bunch of big names which the nurse said was pus and blood poisoning and everything else, so we changed the rags and cut down our infection. J. F. H. Wyse (Canadian National Safety League, Toronto, Ont.. Canada): I had in mind a Case where iodine was used for painting a swelling on a man's leg, below his knee, and severe burning set in, that kept him off the job for weeks. Investigation showed that this iodine had been in a bottle with an ordinary cork and had been used after it was too old. EXHAUST SYSTEMS IN WOODWORKING SHOPS H. G. Wiberg, Lumber Mutual Casualty insurance Company, New York City Exhaust systems are now recognized as an essential part of the equip ment of any modern, woodworking plant. Such a system correctly in stalled and efficiently operated removes the great bulk of the sawdust Tig `I;- MWPWTW ,* ;. r . ;-!* l|IBik^ ' 1 ~ * ,r,> j-'lg r W*iP`^Pi3i|"IWI - v*h a 'WoodworTcing Section 11 and shavings produced by the machines. This removal results in clean plant, and protects the health of the employees by keeping wc dust oat of the air. Because of these benefits the Labor Departure] or Accident Commissions of many states have had legislation adopt ' requiring the installation of such systems in woodworking- plants ceeding a certain size or having a certain number of machines. F insurance companies also recognize their value by making rate red tions for their presence or adding penalties because of the absence. Irrespective of the reason for their installation I want to point tl they also have a marked effect on the efficiency of the plant operatj ami also on the accident frequency. The value of the dust removal s tern in thfa connection has not been noted generally and as a consequei has sot been utilized fully. In the first place a great many tnataflatic are sot efficient. Any or all of the following reasons may be the cam 1. Blower is of insufficient capacity. 2. There isn't enough power to drive the Never at Its pcspot *pe 3. The ducts or piping are not properly designed. 4. The hoods at the machines are not the right shape or sot prope located. __ The first three of these shortcomings can usually be avoided by lettj the installation contract to a reliable, competent contractor, preferal a specialist in this kind of work. It emphatically does not do to hs the work done by the neighborhood sheet metal worker. The design and location of the hoods over the cutting heads or otl part of the machine which is being equipped should receive- the attentj of the superintendent or foreman. This is especially so on such r chines as moulders, matchers, stickers, three or four side surfac timber sizes saws and shapers- The superintendent or foreman, famil with the operation of the machines knows exactly how far the cut' can be covered without interfering with operations. The sheet me contractor certainly don't. On single and double surfacers the hood together with the table a infeed and outfeed rolls usually completely encloses the cutting he or heads so that in the case of these machines the exhaust system mai a splendid guard and removes all shavings. That is also true with spect to the first head or heads on moulders, matchers, multiple si stickers, and multiple side surfacers. But that is not so on the side heads of those machines. On these hes I have observed that the hoods cover from part of one side to the t and three sides. The latter is the correct method. The only expos part should be the side actually cutting stock. That is practical cause I have discussed the case with old timers and have seen ma such installations. It should be done in all cases. Until it is done t exhaust system on those particular machines is not returning full vali It means the difference between a clean machine and floor and a* se machine and one that cannot be so described. Many woodworkers reject such a suggestion as they do one to coi 13 jrourseenfn viy s: he upper half of the outside of swing saws with ahingedguard. Several nachinery concerns are now turning out' swing saws' provided with such i guard also covering the arbor nut. I have yet to hear of any claims hat it is impossible to use these new saws so guarded. Turning to the saws I have seen a great many provided with the isual hood under the table enclosing part of the saw but stopping at a >oint four, five or six inches from the table. Sometimes the outside sdge of the hood was not carried up that far. And these were not ilting tables. ' The hood in such instances should be carried right up to the table. Then you have complete protection and removal of sawdust. Where l semicircular detachable piece is provided to permit access tp the saw hat should be hinged at the lower edge. Otherwise when removed it vill be left off. Take the single sticker. I have gone from plants where the hood eft half the cutter exposed, to plants where it was difficult to see any >art of the cutter. In the first cases It was very evident where the shav- ngs were going. Plenty were in sight. Maintenance is an important consideration. The hoods get abuse, vi- jration causes sections of the ducts to loosen up and leak, the ducts it machines not used are not shut off. Inspections should be made fre- juently to remedy these conditions. The exhaust system correctly designed and maintained will materially ielp in reducing the cost of compensation insurance which is now com pulsory in most states. In the,woodworking industries one-half or more >f the premium paid represents the cost of accidents at the cutting heads (point of operation) of machines. Exhaust hoods on moulders, match ers, stickers and surfaeers covering all the cutting head except the side ictually cutting stock constitute the major part of the guard approved 3jr the various state rating organizations. Those hoods with a cover ever the infeed rolls mean a premium reduction running from $5.00 to 25.00 per machine annually. The amount varies because the rates vary by states and because of the difference in size of plants and consequently In premium paid. The prevention of accidents resulting will mean an additional saving in the rating based on the accident record. Utilize fully the exhaust system therefore to-- (A) Preserve the health of employees. (B) Prevent accidents to employees. (G) Improve efficiency and production. (D) Satisfy the state authorities. (E) (F) (G) Maintain a. clean plant.. Effect a saving on fire insurance cost. Reduce the cost of compensation or liability insurance. ADJOURNMENT GETTING THE INJURED BACK TO WORK* Dr. Charles P. Hutchins, Director, Rehabilitation Clinic, Aetna Life Insurance Company, Syracuse, N. Y. Dr. Landon Carter Gray, of New York, once referred to the influx o patients into the "capacious maw of the hospitals from which nothin; is ever vomited back but statistics." Valuable as these may be, and ur doubtedly are, in the compilation of averages and the study of cause am effect, they strike me as unpalatable morsels to serve table d'hote to ai audience trusting and courteous enough to grace this room with it presence. The conduct of any kind of business aims to keep the machinery o production working in harmony and to avoid interruption by the impaii ment of any of its parts. In spite of safety appliances, of guards, of of! repeated cautions, accidents occur to the personnel of plants. The dam age is done; and the law makes provision after its kind for that damage Enterprise, progress and interest now and then step in to raise con formity with the law to the higher plane of real and practical service. An example torn from the book of routine experience in casualty ad ministration will make as conclusive a case as volumes of numerical data A few weeks ago a group representing statistical, managerial, adjustim and medical administration reviewed the claims from accidental injurie occurring during the_past four years in an industrial plant of 2,500 era ployees. It was hoped that the remote and recent histories would unfol< lost motion in investigation and management of claims, fraudulent an< protracted disabilities, disarticulation of departments of production am maintenance, negligence of workers to safety regulations, undiscerninj assignments of employment and indifferent or tardy first aid and noted ical guidance. Each of these frailties appeared, but the outstanding con elusion was expressed by the company's auditor, when he remarked "Almost all of these accidents were preventable under reasonable care.' And the cost of them was in excess of $50,000. If, then, "mistake, error, is the discipline through which we advance,' as Channing says, and if, so long .as men are diverted by things othe: than the task in hand, mischance will beget accident;and accident injury We begin to realize the stupendous program and^achievements fatheret and fostered by this Safety Council and its co-workers. . .*This paper was read by Dr Hutchins.at the Health Service Section 1129 Mental Causes of Accidental Injuries. The unexpected becomes the presumptive under careful analysis of iving and. working conditions. 'Association with injured men and their :ontemplation of return to work often brings to light a vivid association >f mental causes of accidental injuries. The machine operator between ; a. m. and 5 p. m. is something else the other fifteen hours. As workng hazards consider Illness at home, the many sources of personal anx- ety, turmoil and vexation, that the whirr of machinery does not stifle. Vnother potent source of accident of mental origin is the frenzied haste )f piece-work. Competition with fellow workmen and eagerness for arger pay through greater speed find guards and goggles irksome. And, .hen, there are the two extremes of proficiency--the inexperienced and :he adroit. Cases are legion that reveal an all too short tuition' in the landling of power tools, that do not compare with the demonstration reluired today by motor vehicle bureaus. Conversely, "familiarity breeds jontempt," as the chief carpenter of one of our great universities found when he tried to run a sander and answer a question at the same time. Some years ago in New England it was found that six accidents occurred an one of a nest of staying machines and none on the others. Inspec tion showed the machine to be faultless in construction and operation. A.s the inspector sat on the operator's stool in contemplation, music was heard in the street. By stretching his head he could see the parade. No discussion of organization for production can class itself as eco nomic If it fails to deal with the question of loss. Whether the loss be in immediate production, in. percentage loss of parts and use of parts of workmen, in acquired skill, in man power, in bread-winning, in morale from disheartenment in the struggle for life and the life of others, the first function of profit is to balance loss. Not as the socialist, whose failing is to divide profits and ignore losses, but as the poet Browning: "The common problem, pours, mine, everyone's, Is not to fancy ichat were fair in life Provided, it could, be, but, finding first What may be, then find how to make it fair Up to our means." We can fit the poet more nearly into our problem of the: hour by urging that the knowledge of "what is" transcends the quest for "what may be." If injury spells loss to every interest affected, as we must concede, and If the abridgment of loss in the aggregate is measured by the sum of diminished individual losses, the present generation of indus try must have its attention focused upon the system under which it lives and the advancement and development the sciences have patiently built up to strengthen the structure. To those who have kept abreast of events, it must be clear that there is in existence a machinery of med ical effort and organization that parallels in industry the exertion for pro duction and with its work for the betterment of mankind is cooperating intimately In the husbandry of man. power. Prompt, intelligent and eom- 1130 piete treatment of accidental injury is the primal consideration in return ing the injured to their tasks. On it hangs the future usefulness of th> damaged part, the earning power of the artisan and the -welfare of th> home. Employers of labor have come to see as never before the monetar; influence of human salvage upon production. Industrial medicine am surgery have, too, in the administration of compensation enactments fo the protection and conservation of workers in industry won a plae alongside the defenses against pestilence, conflagration and social dis order. Statutory Charges Changed Indifferent Attitude- In the years before industrial injury became a statutory charge upoi the cost of commodities, no one was particularly concerned about th unfortunate and his precarious remedy under employer's liability excep his immediate circle. Today the injury is the warrant; not the wort man a petitioner. Without doubt the compensation principle has raise up a. class who see in it an opportunity rather than a partial insuranc against loss. Extemporized advantage is, however, probably not as con mon as dubious claims under automobile liability. We have, then, two entities, one and inseparable--the injury and th injured. Upon the surgeon devolves the responsibility for the physics repair and the opportunity to stabilize the sufferer. By bis surgical mil istrations in reclaiming parts ravaged by the mischance of industris production, he modulates the damage. Through the days of discourag ment in the apparently irreparable loss of bread-winning power, he ba from time immemorial unobtrusively instilled and generated the sam brand of courage that Mj. Coue has so widely capitalized. These he ha done as a medical man serving his patient in full accord with the ideal with which his calling has imbued him. Finally, the law, whose benef clary he has chanced professionally to serve, hurls at him question altogether new and fraught with elements non-comportable with medics lines of thought. Is the claimant fully recovered? Can he do his regular work? Ca he do any work? How long before he will be able to do any of these Will there be any permanent disability? Will he be able to earn th .wages he did before? Have you done everything possible for him Will further treatment be beneficial? (Possibly innuendoes concernin limited motion of joints, unsightly scars and responsibility for infection have been adroitly hinted.) Unfamiliar as the casual surgeon is with indemnification for Indui trial injuries, the scales do not rest easily in his bands. His sense c fairness is general!?! unimpeachable. He is anxious to deal full justice frequently his over-anxiety leads him afield. Dealing with the comple elements of bodily repair proverbially rocking in the undercurrent, b is at once unfamiliar with every factor of the equation except the patier himself, more or less arbiter of bis own accomplishment, forced to adm: he has done all he could and yet asked if others might not improve hi surgical results. The man is his patient, and possibly an increased clfei 1131 tele may accrue. Tlie claimant may be ot the type (and such cases are not uncommon) that has fitted the opportunity to his desires, like the Carolina darky, who, stopping to mop his brow, soliloquized, "De cotton field am, large and de sun am pbw'ful hot, and 'for de Lord dis darky is called to preach;" and has stirred the doctor's compassion. Constant Personal Attention Necessary. The main conclusion is that the duty of restoring mutilated men from a crippled condition to a state in which they may be useful members of society is primarily upon the medical profession. The measure of sur gical, psychological or educational treatment is functional success. Res toration, then, being the sum of anatomical, physiological and psychical reclamation, the physician's task is not finished when tissue is repaired in practical form. Occasionally, it is safe to entrust the destiny of the part to the patient with a word of counsel and caution. Generally it is not. Personal attention to tlieJBnish instead of "trusting in God to get motion" is the secret of adjusting the injured to the old or fitting him. to the newTorder of life--the final adaptation of the disabled member to the function for which it may be capable. Without the sense of fitness there can be no capacity for worm Perhaps the most vivid illustration of unfinished business in reclama tion that has come to my attention in this connection was that of a vic tim of revolver attack. One bullet was- located close by the exit of the third lumbar and on removal was reputed to have severed the anterior root on that side. During convalescence from removal and for almost two years thereafter no provision was made to improve the paraplegia. Study of distribution followed by appropriate physical measures with the aid of mechanical support has changed the patient from invalid to bread winner, from crutches to Taylor brace, and from despair to assurance. Accomplishment would have been more expeditious and more fruitful, if the surgeon's vision had extended beyond his own field. The compensation courts' encounter thousands of cases that have re ceived unimpeachable surgical attention and have been discharged. There remains definite inability to use the part, or to do so produces pain, or there is a loss of muscular power. Without intelligent guidance and ministration these patients lose heart in the belief that the surgeon's dismissal indicates a permanent handicap. These are "stern men with empires in their brains," as our Lowell turned it. The vast majority that come as claimants before the compen sation court are as fine specimens of rugged American manhood as can be found in the length and breadth of our stalwart civilization. I submit the tribute due the experience rtliat o'f more than 300 men from several 3tates treated at our clinic by women technicians there has been no 3ingle instance of indignity or ^disrespect. The diligent toiler who would "still be doing, never done," regards the inactivity resulting from his injury as a misfortune-; to be endured for only such a period as absolutely necessary for his repair. Be his solid* 1132 tude due to pain, diminished income, enforced idleness or disheartenm< over the impotence of impairment, his eagerness to resume duty is s cere. The problem of his return to work is wholly physical and J affair mechanical. Gap must be Bridged by Reclamation. So, that when the wounds are healed and the surgeon pronounces : services completed, the man regards such functional incapacity from pi or joint stiffness as may remain as totally incompatible with the demai of his trade. The injunction to "go ahead and use it" is not reassur to the man with a shoulder painful on extremes of motion or with a ha that will not take a firm grip on a hammer. Discharge by the physic: is in a multitude of cases the crucial point in the workman's confidei in his earning power. Is healing to be the end result? In major ca: at least the gap between repair and resumption must be bridged reclamation. Small wonder is it that the hope of comfort and functio control suggested by rehabilitation has been seized with avidity and z< and earnest cooperation been the response. If the "proper study of mankind is man," contemplate the workn who suffered multiple compound fractures of the lower leg and v through eighteen months of hospitalization endured twenty-six ana thesias for operation. Devoted and skillful surgery preserved the with 1% inch shortening. But pain from disturbed mechanics of foot persisted and every step was suffering to this man who had bee: football player and lacked not courage. There he was, healed, but la and punished. His case was closed on percentage loss and his dest his own. It came to pass that a similar foot error had responded to habilitation and he heard of it; this father and his family stood denial incident to the cost of another minor operation and many wee absence from home to secure the relief that has put his heel on the groi and removed all pain, leaving nothing but the shortening. For two ye he has known no restriction to his alacrity and has won his way to place of travelling salesman and prosperity. He was the type who 1 the courage to go out after the relief not provided by the law. One cannot tell what is possible until one tries; and a compensat award was not the end of the following case of indomitable pluck i more than that just recited. A young fellow about 20 years of e working on sheet steel, was cut by the sharp edge, severing all the i dons of the palm of the right hand. He wa3 the pitcher of the ball te in that particular plant and was quite an important cog, you see, in welfare work. The works surgeon did an excellent piece of plastic w and referred him to the clinic as soon as healing was complete. He presented a T-shape wound of operation across the palm and to carpus well healed; loss of voluntary flexion, index, middle and i fingers from incarcerated tendons, neuroma at the outer angle of scar. Percentage of loss reported; 60 per cent of a hand. He was discharged after three months. Condition on discharge, vo 11SS hwium aBiHigw; tary flexion, of the joints of middle finger to 80-42-10 degrees; flexion of the joints of the ring finger to 72-42-10 degrees. Our estimate was that it was equivalent to 23 per cent permanent loss of a hand. He received an award the following September of 45 per cent a hand. Here Is the sequel and-the reason for this reference: a letter from the factory physician on June 24, 1924; mind you, this man was awarded 45 per cent permanent loss of use of the right hand: Better Than Before Being Injured. \ "I wish to report progress, made by S. S. with reference to the injury he received to his right hand. He has this season returned to his base ball playing and has pitched several games for the K. of C. team here, a semi-professional team, and. his pitching is even better, than before he was injured. He has lost only one game out of five, and that was not on account of his pitching but because of errors on the part of his team mates. He apparently has developed a freak ball, the nature of which is not at present fully understood. He has struck out about two out of each five opposing batters, and has allowed but very few safe hits. So you see the functional result is better than the commission's ruling would indicate." In less than ten days after I received that letter, the claimant walked into my office and said to me, "Oh, that isn't anything. I bowled on the bowling team last winter and in our final championship my aver age was 197 for three games." Our records show'a case that was interesting because of the striking result in callus formation after delayed union. This man was driving a truck back and forth to New York, bringing down certain produce and taking back other things, and they had a collision. There was a question as to whether this man would pursue his remedy against the third party or would draw compensation. That was not determined for some months, and when it was found that the man operating the other vehicle had no money and had withal left the state, compensation was, of course, elected. This man .received an oblique fracture of the right tibia, a facture at the same level of the fibula; an injury to the left knee and an injury to the left hip. X-rays taken when he came to us four months after the injury, revealed there was no callus formation evident in the right tibia; the fibula was united. There was fibrous union with flail motility at the fracture of the right tibia. The claimant was supporting the dangling right lower leg in walking; no attempt at union four months after the accident. The right leg had to be carried over the left in walking be cause of the annoyance of the pendulous swing at the site of fracture. He was injured on the 16th ofTOctober. He was admitted to the Clinic on the 9th of February. Three months later, without operative interven tion, union of the right lower leg was firm and supported the entire weight of his body. Several months later the Commission closed the case with no permanent loss oflthis leg. The man returned to work and we learn that his earnings exceed those at the time of injury. A. patient we will designate as E. S. was a night watchman and sup- 1134 ported a family of nine. Following excellent attention toaTf the lower tibia and fibula and a dislocation of the ankle jolt considered by the Industrial Commission to have a permanent per cent of a foot. This was the recommendation of the medl< ner for the Commission who happened also to be the attendinj Operation was advised and declined. Through six weeks of e operation in treatment he returned to the same job and had n account lost any time. His permanent award of 25 per cent has opinion of the same surgeon testifies mainly to the difference this man's job and the compensation substitute therefor. Sui as are characterized by these illustrations are possible only be workman will not be denied the physical betterment for which compensation benefits are for him a poor substitute. If space permitted. Interest and pathos would be added to t of the results of injury that defy the most diligent pursuit of tion and remedy. No more distressing duty falls to us thaz unremittingly and in the end acknowledge to the maimed man ing more can be done medically to lighten his burden. With forever closed upon the previous occupation, the public and pri cies of educational readjustment open new avenues for gettingto work, but again to work. "Loads of Lumber, in Their Heads". I could not go so far as Cervantes and say that "folly is woi more followers and comrades than discretion." One cannot ma contacts or associations without recognizing that many have lumber in their heads;" some cross-grained, some knotty, and si -with splinters that require cautious handling. No amount of s* arrange these exanimate types, but for plcturlzation let us film of those who, being out of joint, are "bankrupt of life but p ease." This small minority can be likened to the grand plan square nor upright--and have as many tones of discord as can from, this Instrument. First of the errant models Is the rudimental youth. He 1 undisciplined and bereft of any apprenticed program. My first a youth of twenty who suffered an injury to his lower back, duly operated by the most adept surgeon in this class of w< states. Recovery was uneventful through the prescribed imm period--his posture was excellent and he was declared who return to work in the shipping room of a box factory. Not! stir him from the complacent lethargy of his compensation < free maintenance at home. He eventually came under an infli set him forth in vexatious contrast to his associates and that tr him in two weeks to earnest endeavor and his old job. Of quil -ent kidney was a young foreigner but a few months immigrat swagger nation. I learned that while convalescent in. a large pital from a fracture of the foot his imperious hauteur prompl 1135 strike a nurse to the floor. Of a truth this patient needed American izing as fully as rehabilitating. I shall not soon forget the steps in his metamorphosis: first his disdain that patients should assist women tech nicians in keeping the Clinic in order; his later voluntary succession to those tasks; his melancholy when his assistance was declined because of a display of ill-temper; finally his postal remembrance to the women who had transformed not only a damaged foot but a distorted disposition. The Remittance Man There is no particular sequence, so let us glance next at the liability wiseacre--the remittance man. One of the most difficult to eradicate from the "Pay to date and continue'' list, his symptom-complex is usu ally located along the spinal canal or its expansion at the top. He is the lineal descendant of the "railway spine," whose pains and muscle spasms follow the examining fingers from dizziness to sacro-iliac and back to the pantomime of dejection. Medical precision fails to confirm the plaints, and contradictions are many and conclusive. Whatever of sympathy or misconception from family, friend or physician fostered the impression of permanent disability, this man believes himself invalided and pities his state- There are all kinds of gradations from the man who cannot believe in the miracle of his salvation to-the accumulatingsymptom patient who, persuaded from one desolation, seeks refuge in another, and still another. There is little of suggestion one can offer in handling these cases ;they are individual. One of our offices worked for years to convince such a claimant of broken clavicle, hernia, obscure back strain and what not that his serial complaints were not the results of his injury hut medical logic and a diminished reduced earning stipend availed nothing. The case was adjudged by the Commission a perma nent total disability. A. compromise settlement of $1,500 was made and-- the man returned to work in two months. Occasionally the right physi cian can be introduced. Another case of lower hack injury without frac ture in a Mediterranean type refused spinal support and held firmly to the conviction that he could never be aught but a watchman. I believed this to be an obsession and cast about for the physician who might, efface it. He was found through his accomplishments in liability cases among this race and in a few months the case was closed; the man restored to work and tranquillity. It is sometimes advisable to apply the so-called "therapeutic test" in getting a patient back to work. 1 refer to the assurance that comes with closure on a percentage loss award. A gravel cave-in brushed a work man under his truck. The attending physician's report described "bruised thigh with brush burns." Two months later the patient was referred to the Clinic with subjective sensations of numbness and prickling that did not conform to any nerve distribution. No pain was anywhere present on pressure but attempts to step on the right foot brought agonizing con tortions of the face. However, with the inner border of the foot raised 5/8 in. all pain disappeared. The neurologist diagnosed hysteria. TTn- 1136 jifc der mental treatment muscle spasm was overcome and voluntary of the entire leg were accurately accomplished. Pressure on caused "prickling sensation" but not pain. Another neurologist York rendered the same diagnosis independently. Evidently the I testimony failed to convince the referee. An award of 40 per < of a leg was made as a question of fact based on the opinion of s practitioner. As soon as the occasion is opportune the commis: be called upon to consider if subsequent events confirm this ai i incapacity. ___ = L.Ine-of-l_eat-Resistance Man Closely allied to the foregoing is the line-of-Ieast-resistance n may be the traumatic neurotic; or he may be the beneficiary ol rent accident or fraternal insurance to the end that his combin fits exceed his wages; again he may drift under outside influenc have no design to mulct the carrier; they believe that the prov i the law are for such unfortunates and it is with the utmost diflic; the armor of their submission may be pierced. Two years ago man who escaped the draft and doubtless also dementia praecox a trivial laceration to his thumb. It healed without infection ; days. But pain developed, progressed to the elbow and motor sory paralysis supervened. Every therapy and every artifice of physicians through seven months were as unfruitful as the we Penelope. The patient checked 80 per cent of normal mentalit the classification of Janet was a. case t>f-split-consciousness. I not to rehearse the details at greater length than to report the fi ery of motor and sensory impulses and return to work in anotb months. The method was psychic through the display of selecl tro-muscular stimulation. It was an amusing sequel to have tl office Inquire a year later if the treatment could possibly have 1 ried too far. as the fingers were stiffening. Supine complace not unnatural consequence of fraternal insurance and compensa **live the life of Reilly" at a higher competence than pay for wo: great a temptation for such as a patient from B----------. A phlebiti fng an operation for hernia undoubtedly did cause discomfort.'- 1 was an enthusiast in the favorite sport of eating, which, indulged ily increased his aversion to physical activity and aggravated the ment to circulation.--the goose of his golden egg. "Whether h= the relationship of his adiposity and his claim for. disability mus mlsed, for he declined to submit to institutional supervision Finally the lodge learned the facts and ceased payments, drivinj work for the emolument his tastes required. The physician is sometimes the baffling influence. Five monl an elderly man had received a fracture about the micLdleirtjf^fcb he was referred to the Clinic and appeared with his attending p At this time the physician expressed to me his disagreement estimate of the case made by the Medical Examiner for the Cone 1137 iil'ililii' iSl i fi' 1 i 'T in The doctor's personal attitudes at that time was that the man's general condition, which was the result of his abuse of alcohol, should not per mit him to draw liability benefits for a trivial injury. The doctor also stated that the claimant was xiot suffering the distress in the leg that his actions would indicate. Four months later came tja^/report of the adjuster at the hearing, that said: "Dr. Blank not only wasted to testify as to the man's condition but took an excessively active part in handling the claimant's case; he testi fied in substance that while this man had an unhealthy constitutional condition, which was the result of bad teeth, high blood pressure and bad heart, the accident in his opinion aggravated this condition." Small wonder this claimant did not return to work. Was the doctor fool or knave? __ The lump-sum man is "staled by frequence, shrunk by usage into com monest commonplace." The artifices to cash disability into ready money are often ingenious. I think we may recognize three impulses---(a), hon est, (b) opportune, (c) misguided by fancy or advice. The first is exem plified by F. W-, a carpenter aged 59, who received a compressed frac ture of a dorsal vertebra with deformity, superimposed upon pre-existing hypertrophic arthritis of the spine. He was condemned to permanent use of a steel brace, debarred from carpentry and 'too old for trade re education. His plan to buy a small chicken farm appealed to the carrier and commission as being wholesome and genuine and their' approval was obtained. On the contrary F. S., suffering from a similar injury, appealed for a lump sum advance to purchase a "dog wagon." He was 40, un married and lived up to his designation in the paper mill as a "roust about." He was genial, popular among his `fellows and several astute business men of his village endorsed the project. A few months after the deal was consummated he sold the restaurant, bought a second hand Ford' and liquidated the balance in gasoline and liquor. The prospects of lump sum award find ready-made offerings of investment. From the man who admitted to an ex-deputy commissioner that he chopped off his thumb to buy a cow. to the young man victim of double hand amputa tion who awoke to find his award had bought a wife whom he had not known before, the myriad pesthood of compensation vultures ply their trade' and in spite of the vigilance of Commission and carrier do a fair business. ~- End-of-the-Work-Road Individual The end-of-the-work-road individual is created by the finishing touch of accidental injury upon physical debility that tottered along the narrow ing road of usefulness. They may be senile, pre-senile, syphlitic, tubercu lar, diabetic, cardio-vascularlTIegenerates, toxic or mentally unstable. Their reactions run all the way from rebellion to resignation and it is often difficult to detect candor from mystification. The genuine cases are pathetic. None more so than the victim of a practical joke of fellow workmen when they jabbed klm, as he bent over, with an air hose carrying 60 lbs. pressure. He recovered from the lacerations and the 1138 JjMKr. |W.r emphysema but he proved to be- a praecox and the unfortunate chap la doomed to the quiet of the farm where the turmoil of industry cannot again upset his equilibrium. Large oaks, of disability grow from little acorns of accident; a loose cartilage of the knee in a case with weak ened heart muscle, operation, burn of lower leg from hot water bag while under anaesthesia, ulcer, dropsical swelling--all the necessary history for compensated idleness. So, this industrious.blacksmith lapsed into a maudlin habitue of the police court on the full assurance that crutches and he would go to the grrave together. Malingering is a term appropriated from the naval and military serv ice. It describes feigning of illness or injury to escape duty. Under martial law during the war the penalty was death. The inherent nature of compensation laws assumes all claimants to be honest. Claims may win an award, be denied or be terminated by the appointed authority on legal or medical evidence. The finality of questions of fact bestowed upon the compensation court is the only such provision in juridical cus tom. This court has no jurisdiction in a charge of fraud. As no higher court can review even incontrovertible evidence of deception the impos tor has the assurance that he can suffer no pains or penalties except detection and being laughed_ out of court. Unless or until legislation provides punishment for mendacity this obnoxious kind of individual will continue his nefarious traffic and be successful in the same proportion as the criminal who meticulously covers his tracks. It is a serious thing to stamp a man1 as a malingerer. Every doubt must be dispelled byr pains-taking study of the physical, mental and-- yes--social aspect of the ease. The exaggerator may be such without -intent to deceive. The letter-perfect man may be a subnormal mentality with a body memory. With conviction of dishonesty established in a compensation case 1 have found that nothing is gained by accusation. It. is more expedient to lull the rogue into a feeling of security until such, time as the evi dence to be presented to the commission is convincing. A searching and intimate knowledge of the claimant's past and present life; his previous record in the files of the Industrial. Commission of ther states in which he has lived; his associations; his habits; bis deportment and activities when he believes himself'secure from observation, make up the scrutiny every such case deserves; not alone for the cost of the particular case but the restraining example of the unmasking. Today a large factory in New York is wrestling with the second and identical case in a half year. The accidents were trivial to one finger and healed in a week. The first chap pulled the wool over the eyes of the examiner for the commission and by persistently holding the finger stiff secured an award of 40 pei cent loss of use?-. The imitator is an associate of the first. The physician is different and the kind of cunning is different. He blundered in' pouring boiling water on the finger to simulate the result of contusion. ('The physician was alert and the machinery for uncovering started promptly and thoroughly. jt -.. 1139 ..asaiia. The case of W. S. illustrates another metbo.cL.QC .dealing with.the fakir. A sprain of the wrist with complicating arthritis continued disability for two years. In spite of most expert and considerate medical care sub jective symptoms increased and the claimant strenuously objected to any manipulations- Confirmatory physical signs were lacking, j Claimant .re fused to submil- to gas anaesthesia to enable a medical gro.up to sub stantiate or disprove his contention. There was no alternative to con senting to an award for 100 per~ cent loss of use of a hand. Then the espi onage began. The man obtained a job and disclosed a practical use of the part far better than his representations. Two physicians observed him at work, the case was reopened and the award reduced to 80 per cent. Movies Showed True Condition I am not privileged to reveal the source of Information on my last illustration but the story came to me from an examiner for the State Commission and is true. An^ernployee of a large manufacturing com pany with exceptionally well managed and coordinated departments re ceived an injury. It mattersTTot what it was nor how long the disabil ity lasted. Suffice that the medical department was convinced that the man could bend the joints of his legs despite his protestations to the contrary. A member of the organization turned up' who possessed a knowledge of moving picture iechnique and a gift for acting. Dressed in well-worn clothing he managed to have his dilapidated Ford break down in front of the claimant's house. Claimant was in the yard with his dogs, of which he was a,_fancier. It is easy to follow the casual acquaintance that led from disabled Ford to dog tricks and picture the enthusiasm with which the claimant put his dogs through their paces with himself for the film of the itinerant movie man. As evidence the film was a wonder. I do noTTknow in what manner the final act was played. ~ # The motive that created the Aetna Rehabilitation Clinic three years ago cannot be better expressed than in the words of Dr. Orr at the National Conference on Rehabilitation at Washington in 1924 when he said, "The impulse that chiefly brings me before you is that imparted by the considerable number ^pf patients one sees who are delayed in obtaining, or who do not obtain any degree of rehabilitation through the failure on their own part or through failure on the part of others (physi cians and surgeons sometimes) to appreciate or realize what their possi bilities of physical reconstruction are. . . . Complete physical restora tion after serious injury is rarely possible. Partial restoration, however, and restoration far beyond what is commonly obtainable is possible." I count it a high professional privilege to labor for the restitution of injured workmen unhampered by the influence of personal income and with the single purpose of attaining for them the maximum efliciency in the struggle for life and prosperity. 11-10 INDEX FART I AEG Session: Minutes, 135-165. Absenteeism: In ``Critical analysis of health and accident experience for a twelve year period in a public utility" (Moses) 414-428. Accidents, Causes, see Classification of Causes of Accidents. Accidents--Reductionsr_ Electric Rail ways, 378-380. In ``Accident prevention by cities" (Ferguson) 362-364. In "Concrete results from scientific accident prevention" (Gordon) 904-906. 55 Accidents--Statistics: VAecident pre vention and severity in the' meat packing- industry" (Callum), 655- 673. Cement industry. In "Fatal acci dents--are they due to faulty me chanical equipment or appliances or to carelessness or both?" (Frame) 250-251. 5. Discussion on railroad statistics, 980. Du Eont Dye Works. In "Value of accident prevention work In the chemical industry" (DeBlois) 335. Edison Electric Illuminating Com- , pany. In "CriticaL analysis of health and accident experience for a twelve- year period in a public utility" (Moses) 425-427. Electric railways, 378-380. Electric railways. In "Scientific ac cident prevention" fGordon) 904- 905. -=^- Foreign countries. 1ST "Wages and Waste" (Auel) 982-983. General Bui'ders' Association of De troit, 371-374. = Grasselli Chemical Company reduc tion (Rogers) 322. = Industries compared. In "Fatal ac cidents--are they due to faulty mechanical equipment or appli ances or to carelessness or both?" (Frame) 250-251. _ Logging and Lumbering, 1111. c. Loss to industry. In "Engineering revision and mechanical safe guarding" (Beck) 142. "Marine statistics--their value and compilation" (Edwards) 494-497. Ontario lumber statistics, 747. Punch press department, 232. Railroads. In "Benefits accruing to the railroad trainmen due to or ganized safety upon the American railroads" (Lee) 1019. Railroads. In "Railroad safety-- past, present and future" (Car- row) 973-975. - Railroads. In "Safety--the conservor of life" (Hill) 959-960. Railroads. In "Scientific accideni prevention" (Gordon) 904. Railroads. In "Steam Railroad Sec tions contribution to safety" (Aishton) 999-1000. "Record of achievement in the meta.' industries" (Chaney) 652-556. "Report of committee on accident statistics," 796-800. Sawmills. In "Safety rules and de velopment of safety guard in the plan of the great southern lumber company" (Jennings) 1108-1109. Textile industry. In "Heed and value of safety in textile industry" (Van Emburgh) 1093-1095. Textile industry. In "Safety or ganization work in textile indus try (Stratton) 1086-1087. Union Pacific System, 119-120. U. S. Gypsum Co., "How we are able to operate with so few cost time accidents" (Davis) 936-939. Adair, R. G.: Membership Committee report, 524-525. Adams, H. A.: Film Committee re port, 966-967. Ageton, R. V.: "Few thoughts on the use of positive suggestive psy chology in accident prevention work," 578-587. Aishton, R. H-: "Steam Railroad Sec tion's contribution to safety," 9991002. Alcohol--Wood: In "My experience with certain industrial poisons" (Boss) 341. Alger, C. J.: "Safe methods of boil ing starch," 1082-JL083. Allen, M. C.: "Safety in a plant or ganization of a public utility com pany," 850-854. Allport, D. F.: "Eye accidents and their prevention," 212-222. American Engineering Standards Com mittee: ASSE-Engineering Section representation, 180-181. In "Engineering revision and me chanical safeguarding" (Beck) 138-139. American Society of Safety Engineers: (See Engineering Section A. S. S. E.) Annual Meeting of Members. (See Business Session.) Arkills, M. E.: "Year's attack on stevedoring accidents on Puget Sound," 514-519. Ashe, S. W.: "Broadcasting and house organs," 823-830. Auel, C. B.: Annual address of presi dent, 10-14. "Wages and waste," 981-984. TftfF u ... ijjtj' -i -c >:- --`i ff Zlt PNjfjfflHI '- r^r ;- `V {ft ' '#r.-- '' 1142 INDEX Automobile Driving-- "Automobile and safety" (Jordan) 18-23. Discussion on "Mechanical phases of motor safety," 1051-1054. ``How can we educate the drivers and the public so that they cannot offer ignorance as an excuse?" (HHmes) 1067-1068, -- In "Safety problems In Ice delivery" (Brock) 456-466. "Mechanical phases of motor safety" (Lloyd) 1051-1054. Motion or school for drivers. 1063. "Possibilities of the psychological drivers test" (Clair) 1064-1066. "Public attitude towards the drivers of motor vehicles and how to im prove it" (Kenriey) 1068-1070. "Relationship of speed and conges tion in safe operation of cabs and deliveries'' (Beard) 1057-1060. Automotive Section: Minutes, 209-240. Nominating Committee report, 231. Awards: (See Bonus Systems.)__ Baker, H. p.: "Safety in relation to the future of fhe pulp and paper industry," 702-707. Ballard. E. II.: "Safe handling of molten metal in the foundry." 545549. Banash, J. I.: . Report of membership committee. 185. -- Banquet, 113-134. Barr. F. O.: "Syphilis as a factor in industrial surgery," 79-85. Barrels--Handling: In "Possibilities of controlling minor accidents" (McDevitt) 775. " Bartlett, N. R: "Personal touch in safety," 1121-1123. __ Beard, W. G.: "Relationship of speed and congestion in safe operation of cabs and deliveries," 1057-1060. Beck, E. W.: "Engineering revision and mechanical safeguarding," 136-142. Belts: Discussion. 562. Benefit Associations. (See Employees' Benefit Associations.) Bentley. L. G.: "Relations between management and men," 832-836. Remarks, 993-995. T Bentley, R. O.: "Where to start safety work?" S71-S74. Bentley, T.: "Other benefits attend ant upon accident prevention," 359-360. Benzene: (See Benzol.) Benzol Poisoning: In "My experience with certain industrial poisons" (Boss) 339-340. > Third progress report, 281-294. Bisulphide: (See Carbon--Bisulphide.) Blankets: Discussion. S89. --r Blasting: "Blasting and the use of explosives" (McLaughlin) 270-277. "Safety in the use of high explo sives" (Spaulding) 261-269. "Body inflicted accidents" (Davies) 6S9-693. ^ Boils: (See Skin Diseases.) Bonslb. R. S.: Discussion, "Getting the injured man back to work," 97-99. -- Bonus Systems: List of companies, 376-377. `-- "What are the results of the bonus and award system?" (Hellmuth) 376-380. Boos, Dr. W. E.: "My experience with certain Industrial poisons," 336-345. Booth, W. A.: Discussion on "The Foreman." 1009-1010. Boswell, E. W-: "Responsibilities of the plant publication editor," 805- 808. Bowen, S. R-: "Bringing safety to the patron," 381-385. .Breathing Apparatus: "Central mine rescue stations" (Sparks) 609-610. Discussion for use in mines, 626. Brennan, T. P.: Publicity Committee report. 967-968. Britton. Dr. J. A.: "Opportunity for preventive medicine in industry," 4 30 "*4 34Brock. H. T.: "Safety problems In ice delivery," 461-469, Brown, H. H.: "Observations on the principle of marine and safety," 489-494. Bulletins: Bulletin Committee report, 967. Bulletin Commi.ttee of Textile Sec tion report. 1071-1072. Discussion on efficient use of specific bulletins (Fellmer) 320. Petroleum bulletins, 762-763. Petroleum Section Atlantic' Division Bulletin Committee report, 752-753. Plant publication poster contest awards. 830. Reoort of Bulletin Committee of Electric Railway Section. 388-390. Report of Bulletin Committee of Metals Section. 525. Bunyan, R. P.: Discussion on "Safety in a plant organization of a public utility company." 855-857. Burns--Chemical: In "My experience with certain industrial poisons" (Boss) 337-338; 341-343. Bush. A. R..: "Organizing for safety on board ship," 485-488. Bush. R. C.: Boston Elevated Railway plan, 390-391. Business Session: Minutes, 7-36. Cables, Crane: (See Cranes.) Calendar Rolls: In "Close-ups on pa per mill guarding" (Jones) 718. Callum. P. D.: "Accident prevention and severitv in the meat packing industry." 655-673. Cameron. W. TI.: Annual report of Managing Director. 23-28. Campaigns: (See also Contests.) Campaigns--Industrial: In "Creating and sustaining interest.In safety" (Herron) 102-105. In "Promoting and maintaining the interest of the supervising forces in plant safety" (Cooke) 764-766. "June no-accident-month campaigns" (Jacobsen) 241-243. "Management responsibility" (Shat- tuck) 731-734. ,,^ Suggestions for future cement plant campaigns, 244-246. "Three hundred sixty-five days with out an accident" (McDonald) 257- 259. .-^..HESsa.--Jsi_- -~l--LIlm*mmmm::isiIfere:.-i: INDEX 1148 Carbon-Bisulphide: "Use of ' carbon- Chrome Burns: (See Burns, Chemi tetrachloride vs. carbon-bisulphide cal.) c in industry" (Hayhurst) 294-306. Carbon-Tetrachloride: "Use of carbon- tetrachloride vs.' -carbon-bisulphide in industry" (Hayhurst) 294-306. Carelessness: "Fatal accidents--are they due to faulty mechanical equipment or appliances or to Clair, J. R.: "Possibilities of the psychological drivers test," 10641066. Clark, W. I.: "How far should physi. cal examinations and medical serv ice go?" 446-449. both?" (Frame) 249-266. ts. Classification of Causes of Accidents: Carlton, C. C.: "Why the manage\ should be interested in . safety," In "Maintaining interest in safety" (Oartel) 163-166. 209--212. -- > "Need for more definite analysis of Carrow. T- H.: "Railroad safety-- accident causes," 91-94.' past, present, and future," 971-979. Cartoons:. In "Putting safety across with a punch--selling- safety to the folks . at home by means of the plant paper"- (Coxe) 836-840. Causes of Accidents: (See Classifica Ciaypool, Z. B.: "Safety in the main tenance of equipment--car depart ment," 1033-1037. . Cleaning and Dye Industry: (See Dye Industry--Hazards.) tion of Causes of Accidents.) Cement Industry: "Fatal accidents-- Clothing: Discussion on. leggings, 551552. are they due to faulty mechanical Co?es: Discussion, 173-174.- equipment or appliances, or to carelessness or both?" (Frame) Report of Steering .Committee on Research Standards and Codes' 249-256. "June no-accident-month campaign" (Welch) 179-183. Rubber Industry. In "Engineering (Jacobsen) 241-243. ^ Remarks on work of Sandusky Ce revision and mechanical guarding" (Beck) 136-142. safe ment Co., 247-248. "Securing the cooperation of indus "Suggestions for future cement plant try in the development and en campaigns," 244-246. forcement of safety codes" (Lans- `Three hundred sixty-five days with burgh) 167-172. out an accident" (McDonald) 257259. (See also Blasting; Explosives.) Status of textile code, 1096. Cole, C. E. : ``Safety developments in the marine industry of the Great Cement Section: Joint session with Lakes," 497-500. Quarry Section, 261-280. Minutes. 241-260. II Collins, C. W.: "Factory safety disci pline," 1104-1105. Nominating Committee report. 260. Commercial Drivers: (See Automobile Central Stations: "System operation Driving.) or load dispatching from a safety Commissions: (See Industrial Com standpoint" (Hubbard) 908-919. missions.) Chalk-Talks: "Personal paths to greater safety" (Goodwin) 51-52. Committees: Discussion, 159-162; 323; 643; 684; 1046-1049. Chaney, L. W.: "Record of achieve Discussion on functions in the in ment in the metal industries," 552- spection of plant. 151. 556. Chemical Burns: (See Burns. Chemi cal.) Chemical Industry: "My experience with certain industrial poisons*' (Boss) 336-345. "Safe handling of toxic gas cylinders in chemical plants' and labora tories" (Kfstner) 325-329. Discussion on length of service, 10461048. In "Carnegie Steel Company practice of prevention and investigation of accidents" (Hughes) 541-545. In "Organizing for. safety on board ship" (Bush) 487-488. In "Safety organization in the U. S. Yard at New York City" (HIn- |*iolrq\ CAf * CAO Safety kinks In chemical plants" (Rogers) 322-325. "Safety kinks in chemical plants" (FeUmer) 319-321. "Static electricity in chemical and "Promoting anti maintaining the in terest of the supervising forces in plant safety" (Cooke) 763-764. "Safety committees" (Hodge) 155- other plants" (Perry) 345-352. "Value of accident prevention work in the chemical industry" (DeBlois) 331-336. Community Safety Councils: "Value of the local council to the railway and utility" (Proctor) 901-903. "What the chemical industry of the country means to the chemical Company Magazines: (See Plant Pub lications.). warfare service" (Fries) 306-314. Chemical Section: Joint meeting with Compensation: (See Workmen's Com pensation.) Rubber Section, Minutes, 281-314. Competition: (See Contests.) Minutes. 315-352. Nominating Committee report, 328. Report of Chairman (Watson) 315- 319. Chemical Warfare Service; In "What the chemical industry of the coun try means to the chemical warfare service" fKries) *306-314. Conferences: Report of Steering Com mittee on Regional Safety Confer ences (Van Brunt) 178-179. Conibear, W.: "Safe practices of my company," 638-643. Construction Industry: "Accident pre vention by cities" (Ferguson) 362- 371. 1144 INDEX "Analyzing the relation between ac cidents and volume of construc tion" (Robinson) 371-374.' Detroit plan. 364-366. Other benefits attendant upon acci dent prevention" (Bentley) 359- 360. Construction Section: Address of wel come (Guion) 354. _! Membership Committee report. 353. Minutes. 353-374. Nominating Committee report, 362. Contests: Discussion on August paper r.?;') contest, 734-739. ------ In "few thoughts on the use of posi tive suggestive psychology in acci dent prevention work" (Ageton) 5?4-586. _Z In -Management responsibility" (Shattuck) 731-734. Plant publications, 802-804: 830. "Spirit of competition in safety work" (Shaw) 770-773. ___ Cooke, G. B.: "Promoting and main taining the Interest of the suner- visory forces in plant safety," 763-' 770. Coonley. Howard: "Is safety a factor in modem industry?" 43 Cooperation: "Cooperation in accident prevention work" (Fogg) S42-S47. "Securing cooperation of tannery officials (Smith) 6S1-6S3. Colton Mills: (See Textile Industry.) Courts--Safety: "Kangaroo JCourt," 650Coxe, C. B.: "Putting safety across with a punch--setling safety to the folks at home by means of the plant paper," S36-840. '_ Cranes: Discussion on lights for loco motive crane bonus. 561. Discussion on washing crane cables in coal oil. 549-550. Crushing Plants: "Safety in stone quarrying and crushing plants" (Kearns) 929-935. Curtis. F. W.: Discussion of Mr, Mor ris* paper, 986-9SS. Cutting Oils: Discussion. 236-237. Cylinders: (See Gas Cylinders.) Danford. M. E.: "Safety education-- fundamentals upon which the com pany must work," 527-530. Davies. D. B.: "Body inflicted!" acei-dents," 689-093. Davies, E. F.: "Problems of the sys tem operation from the ^safety standpoint," 919-922. Davis, J. R.: "How we are Able to operate with so few lost-time acci dents," 936-939. "7 DeBlois, L. A.: "`Value of accident prevention work in the chemical industry," 331-336. DeVitt, J. A.: "Possibilities of con trolling minor accidents," J773-778. Dental Work: "Responsibility of the management for the effect of focal infection (especially dental) on the life, health and efficiency^Of the employee" (Price) 59-79. ___ Dickinson, A. W.: "Ventilation prac tice in the mines of t.hezlinion Pacific Coal Company in Wyoming," 634-638. Dickinson, J. H.: "Safety guards built in and safe methods on operating mechanical skidders," 1111-1116. Discipline: "Factory safety discipline" (Collins) 1104-1105. . Dittmer, W. F.: "Hazards of the punch press department other than on the machine," 231-235. * "Dividends of safety" (Gray) 116-122. Doctors: (See Physicians: Surgeons.) Dow. M. A.: Remarks. 1024-1025. Duffy, T. J.: "Accident prevention an investment," 354-359. Dugan, J. B.: Remarks, 1025-1028. Dye Industry--Hazards: "Specifica tions for cleaner's semi-non-flam mable," 352. Eastham. E. K.: "Discussion of Mr. Bowen's paper, 385-387. Economics: "Accident prevention an investment" (Duffy) 354-359. "Is safety a factor in modern in dustry?" (Coonley) 43-45. Education--Engineering: Report of Committee on Safety Education In Engineering Colleges (Keown) 203- 207. Education of Workmen: "Carnegie Steel Company practice of preven tion and investigation of acci dents" (Hughes) 641-545. Discussion, 162. "How the worker can be educated by the foreman" (Prussing) 151- 155. "Industrial safety education and the fundamentals on which it is based" (Stremmel) 531-534. "Safety education -- fundamentals upon which the comnany must work" (Danford) 527-530. "Steel worker and his characteris tics" (Morey) 534-538. "Which--men or miles per gallon?" (Nichoson) 785-793. Edwards, R. F.: "Marine statistics-- their value and compilation," 494- 497. Electric Railways: "Accident preven tion results obtained from enforce ment of new traffic regulations as applied to vehicles and street cars" (Emerson) 396-398. Boston Elevated Railway plan (Bush) 390-391. "Bringing safety to the patron*(Bowen) 381-385. Discussion of Mr. Bowen's paper (Eastham) 3S5-387. Discussfon of Powell's paper (Truett) 394-396. "Getting down to brass tacks" (Noonan) 399-400. "Value of employees* suggestion in electric railway safety" (Powell) 391-394. "What are the results of the bonus and award system?" (Hellmuth> 376-380. (See also Bonus Systems.) Electric Railway Section: Bulletin Committee report, 388-390. Joint meeting with Public Utilities Section. 901-928. Membership Committee report, 375. Minutes. 375-400. Nominating Committee report. 388. fcrtPil.'' :r-srWiMt - L '-~?r ,,v ' V jTM?yrf.8's 1U-. INDEX 1145 Electric Sub-Stations: (See Sub-Sta tions.) -Electricity: Discussion on dangers of high voltage, 6S5-686. Report of the Electrical Committee (Whiting) 190-191. 2 Electricity--Static: In "Handling sol vents" (Wright) 947-948. "Static electricity in chemical and other industrial plants" (Ferry) 345-352. Emerson, ft. W.: "Accident preven tion results obtained from enforce ment of new traffic regulations as applied to vehicles and street cars," 396-398. Emery, A. L.: "Quarter of a century of safety and welfare development in a textile plant." 1072-1078. Employees' Benefit Associations: Ad dress (Ley) 401-407. "How far should management par ticipate in the operation and sup port of E. M. B. A.?" (Olsen) 435- 444. ___ "How far should physical examina tions and medical service go?" (Clark) 446-449. "On what basis should volume and nature of benefits be determined" (Foster) 444-445. __ Employees* Benefit Association Sec tion: Minutes, 401-454. Nominating Committee report. 434. Employees' Magazines: (See Plant Publications.) Engineering Education:- (See Educa tion. Engineering.) Engineering Revision: (See Guards: Safe-guarding.) Engineering Section---A. S. S. E.: "Ac tivities of the Boston Chapter" . (Walters) IS5-187. "Activities of the Hartford Chapter" (Potter) 188-191. "Activities of Metropolitan Section" (King) 1S7-1S8. Minutes of A. S. S. E.--Engineering Section. 167-208. Alembership Committee report (Ban- ash) 1S5. ----- Nominating Committee report. 208. Report of Committees investigating the elimination of excess noise (Mowery) 192-199. __ Report of Committee on Chapter Ac tivities (Hartford) 183-185. Report of Committee on Safety Edu cation in Engineering -Colleges (Keown) 203-207. Report of Committee on Static Elec tricity (Paine) 200-203. Report of Electrical Committee (Whiting) 190-191. Report of Steering Committee on Regional Safety Conferences (Van Brunt) 178-179. Renort of Steering jCommittee on Research Standards r and Codes - (Welch) 179-183. Resolution on better industrial light- ing. 190. -- Resolution on fire hose threads, 208. Epps. F. A.: "National cooperation in safety," 778-784. Ettinger. C.: "Safety fnT the mainte nance of way and structures de partment." I02S-1030. Evans, I. L.: "Marine safety of per sonnel," 507-514. Executive Committee--N. S. C.: Elec tion, 113-114. Executives' Session: Minutes, 37-58. Exhaust Systems: (See Ventilation.) Explosives: "Blasting and the use of explosives" (McLaughlin) 270-277. "Safety in the use of high ex plosives" (Spalding) 261-269. Eye Protection: Discussion, 222-229. Discussion on examination of eyes, 697-701. Discussion on poor vision, 720-723. "Elimination of injurious light rays" (Kuechenmeister) 229-230. "Eye accidents and their preven tion" (Allport) 212-222. Eye protection: (See also Oculists.) Kali River Line: (See New England Steamship Company.). Kails (Materials): "Accidents from falls of roof and coal" (Holbrook) 567-574. Discussion on falling rock in mines, 591. Discussion on Mr. Holbrook's paper (Read) 574-576. Kalis (People): "Slipping hazards in woodworking plants". (Mowery) 1101-1103. Karra. E. R.: "Elimination of trans mission hazards in older wood working mills." 1098-1101. Kurrow, P. Q.: "Evolution, of safety in woodworking machinery," 11161119. Fatigue: (See also Noise.) Fellmer, M. L.: "Safety kinks In chemical plants," 319-321. Ferguson. H. Iv.: "Accident. preven tion by cities," 362-371. Films: Film Committee report. 966- 967. Fire Prevention: Discussion on search lights in fire-fighting in mines. 622. "Fuel oil--the elimination of all hazards incident to its handling" (Weller) 478-4S3. Report of the Committee on Static Electricity (Paine) 200-203. Resolution on fire hose threads, 20S. First Aid: "Central mine rescue sta tions" (Sparks) 603-613. Discussion, 687-688. Discussion on mine rescue, 622-626; 630-631. "Value of mine, rescue maneuvers" (Gregory) 613-622. Kileh, H. S.: Discussion of "The Problems of System Operation from the safety standpoint," 923925. Floors: Tn "Accident prevention and severity in the meat packing In dustry" (Cailum) 659-660. Focal Infections: (See Dental Work.) Fogg. O. H.: "Cooperation in acci dent prevention work," 842-8,*7. Foreign "Workmen: Discussion, 540. Foremen: Discussion (Booth) 1009- 1010. "Foreman--his relation to safety" (Mitchell) 1006-1009. "Foremen's responsibility for acci dents" (Lund) 1103-1104. In "Factory safety discipline" (Coliinc'k nnj-iid!: 1146 INDEX In "How the worker can be edu cated by the foreman" (Prussing) 151-155. In "New employee" (Kelley) 149. Selling safety to, 544-545. Forster,- H. W.: "On what basis should volume and nature of benefits be determined?" 444-445. ^ Foundries: Discussion on method of charging cupola, 559. "Safe handling of molten metal In the foundry*' (Ballard) 545-549. Frame. R.: "Fatal accidents--are they due to faulty mechanical equip ment or appliances or to careless ness or both?" 249-256. Frequency Rates: (See Accidents, Sta tistics.) Fries, A. A.: "What the chemical in dustry of the country means to the chemical warfare service," 306-314. r Fuel Oil: (See Oil Company Safety.) Fumes and Vapors, Irritating: In: "My experience with certain industrial poisons" (Boss) 338-339. Galaty, S. Af.: "What sort of a fellow should a real safety leader be?" 995-997. Gas Cylinders: "Safe handling of jtoxic gas cylinders in chemical plants and laboratories" (Kistner) 329. Gas Industry: Discussion of 325Col. - Fogg's paper (Mix) S47-849. Gas Masks: (See Respirators.) Gasoline: (See also Electricity. Static; Fire Prevention.) General Session: Minutes, 91-112. Gnadinger, O. F.: "Safety in the transportation department--Iil the yard," 1039-1042. Goggles: Discussion. 1042-1045. Discussion on getting men to wear goggles, 227-22S. Discussion on rules for wearing, 159. 160. Tn roundries. 549-550. Min .s, 592-593. Wearing goggles on railroad work, 544. (See also Eye Protection.) Goodspeed. M. C.: "Plant housekeep ing," 1105-1106. Goodwin, W. S.: "Personal paths to greater safety." 51-52. Gordon, Isaiah: "Concrete results from scientific accident preven tion," 903-908. Grade Crossings: Discussion on- - crosses. 1049-1050. ------ In "Dividends of safety" (GrayJ121. Prevention of highway crossing ac cidents committee report, 968-971. Graham. G. M.: quet. 113-134. Toastmaster, Ban _ Gray. C. R.: "Dividends of safety," - 116-122. Green, L. P.: Discussion of Mr. Hart- enstein's paper. 963-965. Gregory. F. C.: "Value of mine rescue maneuvers," 613-622. Guards: "Close-ups on paper jmill guarding" (Jones) 716-718. ... Discussion on state requirements, 719. = "Elimination of transmission haz ards in old woodworking mills" (Farra) 1098-1101. Guion, W. D,: 354. Address of welcome, Hale, I.: Discussion of "Benefits ac cruing to the railroad trainmen due to organized safety upon the American railroad," 1022-1023. Handling Materials: "Handling sol vents" (.Wright) 945-948. In "Hazards of the punch press de partment other than qn the ma chine" (Dittmer) 233-234. "Safe handling of molten metal in the foundry" (Ballard) 545-549. "Safe handling of toxic gas cylin ders In chemical plants and labora tories" (Kistner) 325-329. Harrington, D.: "First year of Utah's drastic coal mine regulations," 596-601. Hart, la. V.: "What safety has done for the shopmen," 988-991. Hartenstien, F.: "Why are we as sembled--What is our goal?" 961- 963. Hartford, E.: Report of Committee on Chapter Activities, 183-185. Hayhurst, E. R.: "Use of carbon- tetrachloride vs. carbon-bisulphide In industry," 294-306. Health Service Section: Minutes of meetings. 59-.90Health Supervision of Employees: "Combining of health and accident services by industry" (White) 744- 749. "Critical analysis of health and ac cident experience for a twelve year period in a public utility" (Moses) 414-428. (See also Employees' Benefit As sociations.) Hellmuth, G. T.: "What are the re sults of the bonus and award sys tem?" 376-380. Henriques, A. J.: "Marine safety-- some present day perils." 519-522. Hensel, H. G.: "Best safety kink 1 have known," J10-112. Herron, H. D.: "Creating and sus taining interest in safety," 102-105. Hill, C. A.: "Who is boss?" 239-240. Hill, C. E.: "Safety--the conservor of life." 957-960. Hilraes. S. H.: "How can we educate the ..drivers and the public so that they"cannot offer ignorance as an excuse?" 1067-1068. Hinricks. R. P.: "Safety organization in the U. S. Yard at New Vorlc City," 500-503. History of Safety Movement: (See Safety Movement--Progress.) Hobble. F. A.: Discussion on "'What sort of a fellow should a real safety leader be?" 997-999. Hodge, G.: "Safety committees," 155- 159. Holbrook, E. A.: "Accidents from falls of roof and coal," 567-574. Hopkins. W. R.: Address of welcome, 8-9. Horton. F. E.: "Safety in a plant or ganization," 857-863. Hose: Discussion on wire wound hose, 556. Housekeeping: Discussion of vacuum systems, 223-224. INDEX 114:7 ."Plant housekeeping-'* (Goodspeed) 1105-1106. Hubbard. C. P.: -"System operation or load dispatching- from- a safety standpoint,*' 908-919. Hughes, J. A.: "Carnegie Steel Com pany's practice of prevention and investigation of accidents,*' 541-545. Hulse. IX T.: "Employing and hand ling men in the logging and lum ber manufacturing industry," 11091111. Human Element in Safety Work: "Railroad safety--past, present and future" (Carrow) 977-979. Hydro-Electric Stations: Discussion of Mr. Sear's paper on "Hazards in hydro-electric plants" (Lover ing) 868-869. "Hazards in hydro-electric stations" (Sears) 863-868. Ice and Refrigeration Industry: "Haz ards of ice manufacturing equip ment" (Towne) 455-457. ."Ice plant hazards" (Steers) 472-476. "Safety problems in ice delivery" (Brock) 461-469. -~ Ice and Refrigeration Section: Min utes. 455-476. Industrial Commissions: ^Doctor as a witness before industrial commis sions" (Magnuson) 85-90. Industrial Poisons Committee report, 329-331 Infections: Discussion. 1125-1126. "Infections from wood slivers" (Schram) 1123-1125. Infections. Focal: (See Dental Work.) Injured Workmen: (See Workmen, Injured.) Injuries. (See Workmen^Jnjured.) Inspection: "Safety inspector and the full cooperation of the plan organi zation" (Wilson) 739-742. "Securing the cooperation of indus try in the development and en forcement of safety codes" (Lans- burgh) 167-172. . Insurance. Employees:___(See Em ployees' Benefit Associations.) International Labor Office: "Ac tivities in tbe field of accident pre vention and industrial inspection" (Ritzmann) 52-58. ___ ^Investigation of an Accident: Minutes of Linemen's Safety Meeting, 875- 899. i Iron and Steel Industry: "Carnegie Steel Company practice of preven tion and investigation of accidents" (Hughes) 541-545. - "Record of achievement in the metal industries" (Chaney) 552-556. "Steel worker and his characteris tics" (Morey) 534-538. Jacobsen, H. G.: ".Tune no-accident month campaign/' 241-243. Jennings. W. H.: "Safety rulesand development of safety guards in the plant of the Great Southern Lumber Company," 1107-1109. John. J. B.: Remarks on work of San dusky Cement Co., 247-248. Johnson. O. F.: "Observance of rules --a real safety measure." 1010-1014. Jones, E. E.: "Closeups on paper mill Jordan, E. S.: safety." 18-23. "Automobile and Juhnke, P. B.: Discussion of "The Problems of system operation from the safety standpoint," 922-923. Kearns, T. ,P.: "Safety in stone quarrying and crushing plants," 929-935 Kelley, H. J.: "New employee," 144- 150. Kelley, W. J.: Discussion on "Where to start safety work." 874. Kenriey, G- T.: "Public attitude towards the drivers of motor ve hicles and how to improve it." 1068-1070. Keown, R. M.: Report of Committee . .on Safety Education in Engineer ing Colleges, 203-207. King, W. G-: "Activities of Metro politan Chapter, 187-188. Kinks--Safety: "Best safety kink I have known" (Hensel) 110-112. "Best safety kink I have known" (Quesnel) 108-110. Discussion in chemical plants (Fellmer) 319-321. "Safety kinks in chemical plants" (Rogers) 322-325. Klstner, J. L.: "Safe handling of toxic gas cylinders in chemical plants and laboratories." 325-329. Knives: Discussion of butcher knives, 676. ` In "Accident prevention and severity In the meat packing industry" (Callum) 661-664. n Kuechenmeister, G. A.: "Elimination of injurious light rays," 229-230. La Fountaine, C. L.: Bulletin Com mittee report, 967. Labor Turnover. In "New employee" (Kelley) 144-150. Laboratories: "Safe handling of toxic gas cylinders in chemical plants and laboratories" (Klstner) 325329. Ladders: Discussion on automatic self set brake on rolling ladders, 560- 561. Lake Carriers' Association: "Factors contributing to safety , on . board ships (Marr) 484-485. Lansburgh, R. H.: "Securing'the co operation of intiusto' in the de velopment and enforcement of safety codes." 167-172. Larkin. W. H.. Jr.: "Power windups." 948-956. Lauerman, K. A.: Bulletin Committee report, 525. Lead Poisoning: In "My experience with certain industrial poisons" (Boss) 343-344. Leadership: Discussion on "What sort of a fellow should a reat.. safety leader be?" (Hobble) 997-999. "What sort of a fellow should a real safety leader be?*' < Galaty) 995-997. Lee. W. G.: "Benefits accruing to the railroad trainmen due to organized safety upon the American rail roads." 1017-1021- Lenderking. W. D_: Discussion on Mr. Hart's paper. 991-992. Ley. H. A.: Address by Chairman of Employees' Benefit Associations C9-------*.t---------4A1 /VT 1148 INDEX Lighting: Resolution on better indus trial lighting, 190. ^ Linemen: Discussion on protective devices, S88-891. Minutes of Linemen's Safety meet ing, 875-899. Llewellyn. A. S.: "Safety in textiles in the new south," 1078-1082. - Lloyd. W. J.: "Mechanical phases of motor safety." 1051-1054. Load Dispatching: Discussion of "The Problems of System operation from the safety standpoint" (FitchL923- 925. - Discussion of "The Problems of sys tem operation from the safety standpoint" (Juhnke) 922-923. f "Problems of the system operation from the safety standpoint" (Davies) 919-922. "System operation on load dispatch ing from a safety standpoint" (Hubbard) 9QS-919. -- Local Councils: (See Safety Councils.) Community Logging and Lumbering: "Employing and handling men in the logging and lumber manufacturing Indus try" (JHulse) 1109-1111. Meeting. 1107-1119 ^ "Safety guards built in and Safe methods on operating mechanical skidders" (Dickinson) 1111-1116. "Safety rules and development of safety guards in the plant of the Great Southern Lumber Company" (Jennings) 1107-1109. _ Lost Time Accidents: (See Classifica tion of Causes of Accidents.) Lovering, H. F.: Discussion of Mr. Sear's paper on "Hazards in hydro electric plants," SGS-SG9. Lumbering: (See Logging and Lum bering.) Lund, M.: "Foreman's responsibility for accidents." 1103-1104. ___ McDonald. L. M.: `-Throe hundred sixty-five days without an acci dent," 257-259. t McKenriey, T.' H.: "Report of Chair man of Metals Section." 523-524. McT-aughUn, PL F.: ""Blasting and the use of explosives," 270-277. MaeNulty. T.: Discussion, of Mr. Stratton's paper. 1087-10S9. Magnuson, P. B.: "Doctor a witness before S5-90. industrial commissions," Maintaining Interest in Safety: "Cre ating and sustaining interest ,,in safety" (Herron) 102-105. "Creating and sustaining interestiln safety" (Voss) 105-107. Discussion. 734-739. "Maintaining interest in safety" (Oartel) 163-166. "Promoting and maintaining theTinterest cf the supervisory fbrcerin plant safety" (Cooke) 763-770. "Which--men or miles per galtort?" (Nichoson) 785-793. __ (See also Campaigns; Contests; Prizes.) __ Make-up of a Man: -In . "Railroad safety--past, present and future" fCarrow) 977. Malingering: In discussion on "Get ting the injured man back to work," 101. Man---His Make-up: In "Railroad safety--past, present and future" (Carrow) 977. Management: "Management vs. possibility" (Shat- tuck) 731-734. "Relations between management and men" (Bentley) 832-836. "Why the management should be in .terested in safety" (Carlton) 209- 212 Managing Director's Annual report (Cameron) 23-29. Marine Hazards: "Considerations of safety with spe cial reference to tank steamers" (Outwater) 503-507". "Factors contributing to safety on board ships" (Marr) 483-485. "Fuel oil--the elimination of all hazards incident to its handling" (Weller) 478-483. "Marine hazards--some present day perils" (Henriques) 519-522. "Marine safety of personnel" (Evans) 507-514. "Marine statistics--their value and compilation" (Edwards) 494-497. "Observations oh the principle of marine safety" (Brown) 489-494. "Organizing for safety on board ship" (Bush) 485-4SS. "Safety developments in the marine industry of -the Great Lakes" (Cole) 497-500. "Safety organization in the U- S. Yard at Hew York City" (Hinrichs) 500-503. "Year's attack on stevedoring acci dents on Puget Sound" (Arkills) 514-519. Marine Section: Minutes. 477-22. Nominating committee report. 507. Marr, G. A.: "Factors contributing lo safety on board ships," 483-485. Masks: (See Respirators.) Medical Supervision of Employees: "Critical analysis of health and acci dent experience for a twelve year period in a public utility" (Moses) 414-42S. "How far should physical examina tions' and medical service go?" (Clark) 446-449. "Opportunity for preventive medicine in Industry" (Britton) 430-434. (See also Health Stipervision of Em ployees.) Meetings of Employees: Tn "Best safety kink t have known" (Hen- sol) 100-101. "Men & Machines" (Nichoson) 46-50. Merit System: (See Bonus Systems.) Metals Industries: (See Iron and Steel Industry.) Metal Section: ' Bulletin Committee report, 525. Membership Committee report, 525. Minutes. 523-564. Nominating Committee report, 552. 524523- Program Committee report, 526. Report of Chairman, 523-524. INDEX 1149 Report of engineering' representative, ' 52*. Resolution. 531. Miller. R. E.: `Safety work in the Mid-Continent field," 755-762. Mine Rescue: (See First Aid.) Mines and Mining: ~ Discussion on Mr. Holbrook's paper (Read) 574-576. ^ Discussion on searchlights in fire fighting in. mines, 622. "`Few thoughts on the use of positive suggestive psychology in accident prevention work" (Ageton) 578-587.- (See also First Aid.) Mines and Mining--Goal: ^ "Accidents from falls _ of roof and coal" (Holbrook) 567-574. "First year of Utah's drastic coal mine regulations" ^(Harrington) 596-601. ' "Safe practices of my company' (Conibear) 638-643. "Ventilation practice in the mines of the Union Pacific Coal Company in Wyoming" (Dickinson) 634-638. Mining Section: T - Chairman's report, 632-633. Minutes, 565-654. -- Nominating Committee report, 629- 630. Resolution, 591. _ Secretary's report, 565=566. "Minor Accidents, Possibilities of con trolling" (Devitt) 773=77S. Mitchell. F. W.: "Foreman--his re- _lation to safety," 1006-1009. Mix, M. 1.: Discussion of Col- Fogg's paper, 847-849. Morbidity: "Critical analysis of health and ac cident experience for Atwelve year period in a public utility" (Moses) 414-42S. Morey, A. T.: '`Steel worker and his characteristics." 534-538. Morris, R. G.: "Switching and car cleaning in terminal yards," 985- 986. Moses, H. M.: "Critical^ analysis of health and accident experience for a twelve vear period^in a public utility." 414-428. AA Moving Pictures in Safety: Film Committee report, 966-967. In "Safetv work in the Mid-Conti nent fieid" (Miller) 756-7o7. Mowery, H. W.: Report of Committee Investigating, the EUirilnation of Excess Noise; 192-199. "Slipping hazards in woodworking plants," 1101-1103. _ Mutual Benefit Associations: (See Em ployees' Benefit Associations.) Nails: Discussion on special cut nails, 559. _ Jn "Best kinks I have known" (Quesnel) 109. 7 "Nation, Safety and tlie'"(Sims) 38-43. "National cooperation in safety" (Epps) 778-784. National Safety Council^ Annual address of President (Auel) 10-14. Managing Director's Annual report (Cameron) 23-28. _ "Nationalization of ideas and ideals" (Payne) 15-18. Navy: "Safety (Sims) 38-43. and the Nation" Navy Yards: (See Marine Hazards.) New Employees: Training at Copper Queen Mines, 587-588. New England Steamship Company: "Organizing for safety on board ship" (Brown) 491-494. Nichoson, A. A.: "Men and machines." 40-50. . "Which--men or miles per gallon?" 785-793. NiLrous Fumes: (See Fumes ' and Vapors,. Irritating.) No-Accident Campaigns. (See Cam paigns, Industrial.) Noise: Report of Committee investi gating the elimination of excess noise (Mowery) 192-199. .Nominating Committee (N. S. C.): Report, 30-31. No-Accident campaigns. paigns. Industrial.) (See Cam Noonan, V. T.: "Getting down to brass tacks," 399-400. Northwood, .T. A.: Report of neering representative, 524. Nurse: Engi Discussion, 711-716. "Part the nurse plays in preventing lost time accidents" (Ostrander) 708-711. New Employees: "New employees" (Kelley) 144-150. Cartel, J. A.: "Maintaining interest in safety," 163-166. - Oculists: In "Eye accidents and their prevention" (Allport) 215-216. iSoe also Eye Protection.) Officers <N. S. C-): Election, 113. Ohio Workmen's Compensation Law: "Accident prevention an invest ment" (Duffy) 354-359. Oil Company Safety: "Accident causes in the sales di vision" (Singleton) 793-796. "Fuel oil--the elimination of all hazards incident to its handling" (Weller) 478-483. "Promoting and maintaining the in terest of the supervisory forces in plant safety" (Cooke) 763-770. "Safety work in the Mid-Continent field" (Miller) 755-762. "Spirit of Competition In safety . work" (Shaw) 770-773- "Which--men or miles per gallon?" (Nichoson) 785-793. Olsen, E. H.: "How far should man agement participate in the opera tion and support of E. M. B. A.?" 435-444. O O'Reilly, T. T.: Prayer, 37-38. Organization: "Benefits accruing to the railroad trainmen due to organized safetv upon the American (Lee) 1017-1021. - ; railroads" Discussion on "Safety In a plant or ganization of a public utility" (Bunyan) 855-857. : ln^ "^Safety Committee" (Hodge) 156- "Safety in a plant organization" (Horton) 857-863. "Safety in a plant organization of a public utility company" (Allen) 8o0-8o4. *`Safety organization in the TJ. S. Yard at New York City" (Hin- richs) 500-503. " "Safety organization work in textile industry" (Stratton) 1083-1087. Ostrander. P. I.: "Part the - nurse plays In preventing lost time acci dents," 70S-711. - --- Cutwater. A.: "Considerations of safety with special reference to tank steamers," 503-507. Oxygen Tanks--Handling: Discussion, 564. Packers and. Tanners Industry: '"Ac cident prevention and severity in the meat packing industry" (Cal- lum) 655-673. "Securing cooperation of tannery officials" (Smith) 681-683. Packers and Tanners Section: Minutes. 655-68S. - ---- Nominating Committee report, 680. Paine. W. S'.: Report of the Commit tee on Static Electricity, 200-203. Paper and Pulp Industry: "Body inflicted accidents" (Davies) 689-693. "Close-ups on paper mill guarding" (Jones) 716-71S. "Combining of health and accident services by industry" ("White) 744- 749. Discussion on August paper mill con test, 734-739. - Discussion on wood hooks, 694-695. "Safety in ^relation to the future of the pulp and pap'er industry" (Baker) 702-707. _ Paper and Pulp Section: 177 Minutes. G89-749. Nominating Committee report, 707. Packing: Jn "Accident prevention re sults obtained from enforcement of new traffic regulations a:s ap plied to vehicles and street ears" (Emerson) 397-39S. -- Payne, J. B.: "Nationalization of ideas and ideals." 14-18. _ Periodic Examinations: (See Physical Examination of Employees.)" Perry. C. C-: ``Static electricity in chemical and other industrial plants," 345-352. ^ "Personal touch in safety" (Bartlett) 1121-1123. Petroleum: (See Oil Company Safety.) Petroleum Section: __ Atlantic Division report. 751-755. Bulletins,' 762-763. ^ Minutes. 751-800.' S Nominating Committee report, 773. Report form. 799. "Report of Committee on Accident Statistics" 796-800. -- Phenol burns: (See "Burns. Chemical.) Philosophy: "Tentative philosophy of safety" (Rosebush) 723-731. _ Physical Examination of Employees: Discussion. 697-700. __ "How far should physical examina tions and medical service go" (Clark) 446-449. Physicians: "Doctor as a witness be fore industrial commissions" (Mag- nuson) S5-90. Plant Publications: "Broadcasting and house organs' (Ashe) 823-830.. Committee appointments, 840. Discussion of censorship of contents. 808-809. Discussion on illustrations, 831-832. "Putting safety across with a punch --selling safety to the folks at home by means of the plant paper" (Coxe) 836-840. "Relations between management and men" (Bentley) 832-836. "Responsibilities of the plant publi cation editor" (Boswell) 805-808. "What the magazine means to us-- the plant publication from the em ployees' point of view" (Stephens) 809-813. Plant Publications Section: Member ship Committee report, 804-805. Minutes. 801-840. ,, Nominating Committee report, 818. Prize contest, 802-804; 830. Report of chairman, 801-802. Poisons: "My experience with certain industrial poisons" (Boss) 336-345. Poisons Committee. Industrial: Re port, 329-331. Poisoning: (See Benzol Poisoning; Carbon-tetrachloride; Carbon-bi sulphide.) Potter. H. J.: "Activities of the Hart ford Chapter," 188-191. Powell, G. B.: "Value of. Employees' suggestions in electric railway safety." 391-394. "Power windups" (Larkin) 948-956. Pratt. J. T.: "Safety in transporta tion on the road," 1037-1039. Prayer (O'Reilly) 37-38. Prayer ("White) 7-8. President's Annual Report (Auel) 10- 14. Price, W. A.: "Responsibility of the management for the effect of focal infection (especially dental) on the life, health and efficiency of the employee," 59-79. Prizes: Discussion, 739. In "Management responsibility" (Shattuck) 733-734. Proctor, C. B.: "Value of the local council to the railway and utility" 901-903. Prone Pressure Method: (See Resusci tation.) Prussing. G. F.: "How the worker can be educated by tbe foreman," 151155. Prizes: Discussion on "Sentiments of Safety." 632: Psychology: Discussion, 588-590. "Few thoughts on" the use of posi tive suggestive psychology in acci dent prevention work" (Ageton) 578-587. "Possibilities of the psychological drivers test" (Clair) 1064-1066. Public Safety: "How can we educate the drivers and the public so that they cannot offer ignorance as an excuse" (Hiimes) 1067-1068.- "Public attitude toward the drivers of motor vehicles and how to im prove it" (Kenriey) 1068-1070. INDEX 115 Resolution, 32-34. Public Utilities: (See Electric Rail ways; Railroads; Telephone and Telegraph.) Public Utilities Section: Chairman's report, 841-842. Committee report on unsafe prac tices and conditions, 898-899. Joint Meeting with Electric Railway Section, Minutes, 901-928. Minutes, 841-900. -___ Nominating Committee report, 870. Publicity: Publicity Committee report, 967-968. Punch Press Departments: Discussion, 238-239. : "Hazards of the punch press depart ment other than on the machine" (Dittmer) 231-235. Quarries: ^ "Hazards of standard and narrow- gauge railroad equipment in quar ries" (Stewart) 277-280. "How we are able to operate with so few lost-time accidents" (Davis) 936~939. ~ "Safety * in stone quarrying and crushing plants" (Kearns) 929-935. (See also Blasting; Explosives.) Quarry Section: Joint session with Cement Section, 261-280. Minutes, 929-940. Nominating Committee report, 940. Quesnel. E. G.: "Best safety Kink I have known," 108-110. Report of- Program Committee, 526. Radio Talks: "Broadcasting and house organs" (Ashe) 823-830. Railroads: 7= "Benefits accruing to the railroad trainmen due to organized safety upon the American railroads" (Lee) 1017-1021. Discussion of "Benefits accruing to the railroad trainmen due to or ganized safety upon the American railroads" (Hale) 1022-1023. Discussion of Mr. Hartenstien's pa per (Green) 963-965. Discussion of Mr. Hart's paper (Lenderking) 991-992. Discussion of Mr. Morris' paper (Curtis) 986-988. 17 ."Dividends of safety" (Gray) 116- 112 "Railroads safety--:past, present and future" (Carrow) 971-979. Remarks (Bentley) 993-995. Remarks (Dugan) 1025-1028. "Safety in the maintenance of equipment--car department" (Clay- pool) 1033-1037. `Safety in the maintenance of way and structures department" (Et- tinger) 1028-1030. "Safety in transportation on the road" (Pratt) 1037-1039. "Safety in the transportation depart ment--in the yard" (Griadinger) 1039-1042. "Safety--maintenance of machinery and mechanical equipment--loco motive department" (Smith) 1030- 1033. "Safety--the conservor of life (Hill) 957-960. "Steam Railroad Section's contribt tion to safety" (Aisleton) 999-100 -`Switching and car cleaning in te: minal yards" (Morris) 985-986. "What safety has done for the shoi men" (Hart) 988-991. "What sort of a fellow should a re: safety leader be?" (Galaty) 995-99 "Why are we assembled--what our goal?" (Hartenstien) 961-963. Railroads: (See also Accidents, Sti tistics; Steam Railroad Section.) Railroads--Industrial: "Hazards standard and narrow gauge rat road equipment in quarries (Stewart) 277-280. Read, T. T.: Discussion on Mr. Ho brook's paper, 574-576. . Red Cross: "Nationalization of idef and ideals" (Payne) 14-18. Refrigeration Section: (See Ice ar Refrigeration Section.) Rescue Work: (See First Aid.) Resolutions: Better industrial lighting, 190. Fire hose threads, 208. Report of Chairman of the Resoli tions Committee, 31-36. Steam Railroad Section, 1005-1006. Respirators: Discussion on cheesi cloth respirators (Fellmer) 321-32 Resuscitation: Discussion, 892-898. Radio talk. In "Broadcasting ar house organ's (Ashe) 827-830. Rewards: (See also Bonus System.) Ritzmann, F.: "Activity of the Inte' national Labor office in the fie 'of accident prevention and indu: trial inspection," 52-58. Remarks at Cement Section, 248-24 Robinson, J. U.: "Analyzing the r< lation between accidents and vo ume of construction." 371-374. Rogers, E. C.: "Safety kinks in chem cal plants," 322-325. Rosebush, J. G.: "Tentative philos' phy of safety." 723-731. Rubber Industry: "Engineering revision and mechan cal safe-guarding" (Beck) 136-14 "Handling solvents" (Wright) 94 948. "Power windups" (Larkin) 948-95f (See also Benzol Poisoning: Carboi Tetrachloride; Carbon-Bisulphide Rubber Section: Engineering Committee report, 94 945. Joint meeting with Chemical Se tion. Minutes. 281-314. Membership report, 941. Minutes, 941-956. Nominating Committee report, 943 Rules: Discussion on rules, 1015-1017. "Observance of rules--a real safe measure" (Johnson) 1010-1014. Response to Mr. Johnson's pap (Smith) 1014-1015. Safeguarding: "Engineering revision and mechar cal safeguarding" (Beck) 136-14S "Fatal accidents--are they due faults- mechanical equipment 1152 INDEX appliances or to carelessness or both?'' (Frame) 2.39-256. 1 (See also Guards: Testing- Safety- Devices.) Safety Movement--Progress: "7" "Dividends of safety" (Gray) 116- . __122 "National cooperation in safety" (Epps) 779-781. Sanford, G. E.: Report of Chairman, 1097-1098. Schermerhorn. James: "Signs of the times," 122-134. Schram, C. F. N.: "Infections from wood slivers," 1123-1125. ^ Scientific Accident Prevention: Con crete results (Gordon) 903-908. Scott, C. B-: Address of acceptance, 115. Treasurer's Annual report, 28-30. Sears, C. A.: "Hazards in hydro-elec tric stations," 863-868. Severity Rates: (See Accidents, Sta tistics.) Shattuck, S. F-: ``Management re- sponsibility," 731-734. Shaw, T. NT.: "Spirit of competition in safety work." 770-773. Shears: Discussion. 557. Shedd. L P.: Response, 1002-1004. Ship Yards: (See Marine Hazards.) Shoes: Spun sole rubber soles, 674-675. Showers: Discussion on location and construction (Fellmer) 321. = Signals: Flag used loading and un loading trains. 542-544. Signs: Tn "System operation or load dispatching from a safety stand point (Hubbard) 918. ,, "Signs of the times" (Schermerhorn) 122-134. Sims. W. S.: "Safety and the nation," 3S-43. Singleton. P. C.: "Accident causes in the sales division," 79-*>-79G. _ Skidders: "Safety guards built in and safe methods on operating me chanical skidders" (Dickinson) . 1111-HlG. r Skin Diseases: C.vonide rash. In "My experience with certain industrial poisons" (Boss) 342-345. ^r Discussion, 236-237. Slipping and Palling Hazards: "T3Tip- ping hazards in woodworking plants" (Mowery) 1101-1103. Slivers: (See Infections.) Slogans: In "Quarter of a century of safety and welfare development in _a textile plant" (Emery) 1076-1077. Smith. C. E.: Response to Mr. John son's paper. 1014-1015. Smith. J. F.: "Safety-maintenancSer of machinery and mechanical equip ment-- locomotive 1030-1033. department." Smith, W. S.: "Securing cooperation of tannery official.** 6S1-6S3. Solvents: "Handling solvent s" (Wright) 945-94S. Spalding. G. B.: "Safely in the use of high explosives." 261-269. Sparks. K. T.: "Central mine rescue stations." 603-613. ___ Speed: "Relationship of speed "and congestion in safe operation^ of cabs and deliveries" (Beard) 10571060. Squire, A_: Address of welcome, 8. Staines. S. E-: "Accident prevention and severity in the meat packing industry," 655-673. Standards: (See Codes.) Starch: "Safe methods of boiling starch" (Alger) 1082-1083. State Department of Labor: "Secur ing the cooperation of industry in the development and enforcement of safety codes" (Lansburgh) 167172. Static Electricity: (See Electricity, Static.) Statistics: (See Accident, Statistics.) Steam Railroad Section: Bulletin Committee report, 967. Film Committee rep.ort, 966-967. "Its contribution to safety" (Aish- ton) 999-1002. Lumber. 980-981. Membership Committee report, 965- 96G. Minutes. 957-1050. Nominating Committee report, 1004. Prevention of highway crossing acci dents committee report. 968-971. Publicity Committee report, 967-96S. Resolution, 1005-1006. Steel Industry: Industry.) (See Iron and Steel Steers, George, Jr.: "Ice plant haz ards," 472-476. Stephens, W. L.: "What the magazine means to us--the plant publication from the employees' point of view," 809-813. Stevedoring: (See Marine Hazards.) Stevens. M. T.: Report of Chairman, . 801-802. Stewart, W. W.: "Hazards of stand ard and narrow gauge railroad equipment in quarries." 2T7-2S0- Stratton, R. C-: ``Safety organization work in the textile Industry/* 10S3-10S7. Street Traffic: (See Traffic.) Stremmel, P.: "Industrial safety edu cation and the fundamentals on which it is based." 531-534. Sub-stations: "System operation or load dispatching from a safety standpoint" (Hubbard) 90S-919. Suggestions: Discussion of Powell's paper (Truett) 394-396. "Value of employees' suggestions in electric railway safety" (Powell) 391-394. Surgeons: "Doctor as a witness be fore industrial commissions" (Mag nuson) S5-90. Syphilis: "Syphilis as a factor in in dustrial surgery" (Barr) 79-85. System Operation: (See Load Dis patching.) Tags: Discussion. 926-928. In "Best safety kink I have known" (Hensel) 111. In "System operation or load dis patching from a safety standpoint" (Hubbard) 914-915. INDEX 1153 "Problems of the system operation from the safety standpoint (Davies) 920. Tank Steamers: "Considerations of safety with special reference to tank steamers" (OUYWater) 503-507. Tanks: (See Oil Company safety.) Tanners: (See Packers' and Tanners' Section.) Taxicabs: (See Automobile Driving; Taxicab and Delivery Section.) Taxicab and Delivery Sgction: Minutes. 1051-1070. Motion on school for -drivers, 1063. Nominating Committee report, 1062- 1063. ---- Taylor. H. B.: Discussion of Mr. Bentley's paper on "Where to start safety work," 900. v Teeth: (See Dental Work.) Telephone & Telegraph Industry: Discussion on "Safety in a plant or ganization of a public utility" (Bunyan) 855-S57. "Safety in a plant organization" (Horton) 8o7-863. "Safety in a plant organization of a public utility company" (Allen) 850-S54. ---- Tener. S. \V.: Address of chairman, 135-136. Testing Safety Devices: Discussion, 174-176. Tetrachloride: (See Carbon-Tetra chloride.) Textile Industry: ---- - Discussion of Mr. Stratton's paper (Mac Nulty) 10S7-10S9. "Need and value of safety in textile industry" (Van Effiburgh) 1089- 1096. "Quarter of a century of safety and , welfare development in a textile plant" fEmery) 1072-lOiS. "Safe methods of boiling starch" (Alger) 10S2-10S3. __ "Safety in textiles in the new south" (Llewellyn) 107S-1082,, "Safety organization work in textile industry" (Stratton)VL083-1087. Status of code, 1096. Textile Section: * Bulletin Committee 1072. Minutes. 3071-1096. -2 report, ^ 1071- Towne. W. H.: "Hazards of ice manu facturing equipment,"^ 455-457. Traffic: =- "Accident prevention results ob tained from enforcement of new traffic regulations as applied to vehicles and street cars" (Emer son) 396-398- "lielationshlp of speed and conges tion in safe operation of cabs and deliveries" (Beard) 1057-1060. Transmission Hazards: "Elimination of transmission hazards in older woodworking mills" JFarra) 1098- 1101. -- Treasurer's Annual report (Scott) 28- 30. _ Trucks--Motor: Discussion on guard for industrial truck. 558. Truett, .1. H.: Discussion of Powell's paper. 394-396. ^ Turnontine: Tn "Mv experience with certain Industrial poisons" (Boss) 340. Vacuum Systems: Discussion, 223-224. Van Brunt, A. J.: Report on Steering Committee on Regional Safety Conferences, 178-179. Van Emburgh, G. H.: ' "Need and value of safety in textile industry" 10S9-1096. Venereal Diseases: (See also Syphilis.) Ventilation: Discussion in minutes. 644-646. "Exhaust systems in woodworking shops" (Wiberg) 1126-1128. In "Benzol Poisoning third progress report," 2S1-294. "Venilation practice in the mines of the Union Pacific Coal Company in Wyoming" (Dickinson) 634-638. Vibration: (See Noise.) Voss, .1. A.: "Creating and sustaining interest in safety," 105-107. "Wages and waste" (Auel) 981-984. Walters. ,T. E.: "Activities of .the Boston chapter." 185-187. Warfei. G. H.: Discussion on rules, 1015-1017. Waste: "Wages and waste" (xVuel) 981-984. Watson. A. D.: Report of Chairman, 315-319. Webb. H. F.: "Getting the injured man back to work." 94-96. Welch, W. E.: Report of Steering Committee on Research Standards and Codes. 179-1S3. Welcome, Address of (Hopkins) S-9. Welcome, Address of (Sguire) S. Weller, .J,. H.: "'Fuel oil--the elimina tion of all hazards incident to its handling." 478-483. "Where to start safety work" (Bent ley) 871-874. "Where to start safety work** (Kelley) S74. "Where to start safety work" (Tay lor) 900. White. A. B-: "Combining of health and accident services bjr indus try," 744-749. White, F. S.: Prayer. 7-S. Whiting. S. E.: Report of tbr ES*r- trical Committee. 190-191. "Who is boss?" (Hill) 239-2*0. Wiberg. H. G.: "Exhaust system* ta woodworking shops'" 1 Wilson, A. S.: "Safety inspector and the full cooperation of the plan organization." 739-742. Windups, Power: (See Power Wind ups.) Wood Alcohol: (See Alcohol. Wood.) Woodworking Industry: "Elimination of transmission hazard in older woodworking mills" (Farra) 109S1101. "Evolution of safety in woodworking machinery" (Farrow) 1116-1119. "Exhaust systems in woodworking shops" (Wiberg) 1126-1128. "Slipping hazard in woodworking plants" (Mowery) 1101-1103. Woodworking Section: Logging and lumbering meeting, 1107-1119. Minutes. 1097-1128. Nominating Committee report, 110G- 3107 ift ' Vl i i.iiiii 3 154 INDEX Report of Chairman, 1097-1098. Workmen, Injured: Discussion, 150. Discussion, "Getting the injured man back to work" (Bonslb) 97-99. "Getting the injured man back to work" (Webb) 94-96. ^ "Possibilities of controlling minor accidents" (McDevitt) 773-778. Workmen's Compensation: __ "Accident prevention an investment" . (Duffy) 354-359. Discussion, 161-162. _ In "Marine safety of personnel" (Evans) 514. ` Wounds: In "Accident prevention and severity in the meat packing in- dustry" (Callum) 664-668; 672-673. Wright. D. T.: 945-948. "Handling solvents," ' Yd,rdsi Discussion of Mr. Morris' paper (Curtis) 986-988. "Safety in the transportation depart ment in the yard" (Gnadinger) 1039-1042. "Switching and car cleaning in ter minal yards" (Morris) 985-986. Yates, JET. C.: Chairman's report, 632- 633. "Engineering revision and mechani cal safeguarding" (Beck) 136-142. "Ratal accidents--are they due to faulty mechanical equipment or appliances or to carelessness or both?" (Erarpe) 249-256. "Safety rules and development of safety guards in the plant of the great Southern Dumber Company" (Jennings) 1107-1109. (See also Testing Safety Devices.) FURTHER REPRODUCTI< IS PROHIBITED WITHOUT PERMISSION OF COPYRi ICAGO, ILLINOIS (lowing described records of:_______Congress Trails act Ions f 9- <s>e. 7~ 5 / nd without alteration by the Great Lakes Microfilm Company at h Archer Avenue - Chicago 32, Illinois _ ,,, ,, / Signed ^ f GREA^LAKES MICROFILM COMPANY </