Document X8kyDYG79NYRRxerD2RXjVwBx

1932 TRANSACTIONS National Safety Council Incorporated TWENTY-FIRST ANNUAL SAFETY CONGRESS Washington, D, C. October 3 to October 7, 1932 The Wardman Park and Shoreham Hotels Copyright, 1933, National Safety Council, Inc. 'F 'S E X H IB IT I ' V ^oJA CONTENTS PAGE Council Offictra and Dirtcton.................................................................................. 3 Council Purpose* sod Pobcte*............... ............................ ................................ . 7 General Sessions-- Annual Meeting of Members.............................. 9 Annual Banquet...................................................................................................... 21 Advanced Safety Engineering................................ ... ................. . .............. . 23 General Bound Table................ ............ ...................... .................................... 33 Fire Prevention..................................................................................... 39 Industrial Health Section........ .......................................................................... 45 s'Industrial Noraliitg Section................................................ 79 Safety in Forecnanahip by the Conference Method........ ............................ S3 Accident Prevention Equipment Manufacturers' Section................................. 107 Aeronautical Section................... Ill A. S. S. JL-^Enghseoring Section........................................................... 119 /Automotive and Machine Shop Section........ ....................................................... 131 Cement Section ................. 141 vChemical Section .............................................. ............................................ .. 157 Construction Section ........ ....................... .............. ............ ........................... .. 177 Delivery, Taxicab and Bus Section..................................................................... .. 191 ^ Electric Hallway Section................................................................ ........................ 201 `^Food Section 217 /Marine Section ...................................................................................... ................... 233 4deet Packing, Tanning end Leather Industries Section_____ _251 Metals Section --...... .. ............ ................... ................ ............................... ........... 263 ^ Mining Section................................................... ...................................................... 277 * Paper and Pulp Section------- ---------- . - -....... - - - -......... ......... ...........................309 ^ Petroleum Section .......... ................................... .... -........................ 327 yPewcr Press Section. ............................ .. -- ....................... 347 *Public Utilities Section......... ...................................... .................................... .. 357 ^Qtuny Section................... ................................... ..................................................... 379 fr'"Refrigeration Section.......... ...................................................................... ............... S87 ^ Rubber Section. .................................................................. .............................. ......... 395 * Safety Section, ARA--Steam Railroad Section, NSC........... ................... 405 ^Textile Section ............ - --................................................................... .............. 435 ^Woodworking and Lumber Manufacturing Section........ ................ ...............- 447 Index........ ............. ....................... .................................................................. . 455 * Although the National Safety Council endeavors to eliminate from discussion at Its conventions matters which are not pertinent to its purposes or which are contrary to its policies, the Council accepts no responsibility for the views expressed either in the papers presented or in tile discussions thereon. ** l/ V NOTH: The sessions of the Street and Highway Traffic Section, the^ChUd Education Section, and the Homs Safety session, are published in a separate small volume of these Transactions, available on request. National Safety Council Incoroorated ' 20 North Wacker Drive, Chicago HONORARY MEMBERS Association or Iron and Steil Electrical Engineers Rossta VV. Camesell Arthur Williams OFFICERS (1932-133) J. I. Banash, President. . Robert I. Catuw, Vice-President for Public Safety. J. E. Culuhby, Vice-President for Engineering. Howard B. Fonda, Vice-President for Membership. G. T. Hellmutb, Vice-President fur Business Admtru'straikm J. E. Long, Vice-President for the Division of Safety Councils.. George H. Wartel, Vice-President for Industrial Safety. Du. C. H. Watson. Vice-President for Health. A. W. Wjbitnrv. Vice-President for Education. Will Coarax. Treasurer. W. IL Cameron, Managing Director and Secretary. EXECUTIVE COMMITTEE (1932-1933) Wm, F. Ardern, Safety Division, Milwaukee Association of Commerce. C. B. Aurl, Past President. J. I. Baha&h, Consulting Engineer. Ekne&t W. Beck, United States Rubber Company. C W. Bcrcquist, Past President. C. B. Bovlst. Public Utilities Section. W. II. Cameron, National Safety Council. Roert W. Campbell, Past President. Robert I. Catun, Aetna Life Insurance Company. Frank H. Cpgax, Marine Section. Will Cooper, Stevens Hotel. J. E. Cqvxikey, Bethlehem Steel Company. Edward Dana, Boston Elevated Railway. Lewis A. DeBlots, Past President. Marcus A. Dow, Past President. Howard B. Fonda, Burroughs Wellcome & Co. (U. S. A.) Itic. P. H. Glattrlter, York County Safety Council. Dr. Thomas W. Gosling, Superintendent of Akron Schools. Harry Guilrert, The Pullman Company. G. T. Hellmuth, Chicago, North Shore & Milwaukee R. R. Co. Walter G King, Past President. Franklin M. SCrewl, Evanston Safety Council, Frank J. Lanahan, Fort Pitt Malleable Irqu Company. Thomas E. Lighttoot, Mining Section. John E, Long, The Delaware & Hudson Railroad Corporation, 3 4 Twenty-first Congress--National Safety Council H, W. I.fERitOR, Cleveland Safety Council. W, W. Uacx, Delaware Safety Council AarttUft T. Money, Past President, Lew R. Palme*, Past President. C. E, PsrrrBOKE, Past President. J. J. Plsak, Paper Jc Pulp Section. Lt. Col. Henay A. Rekixokr, Past President. G, E. Sanford, General Electric Company. Ciiarl.rx B. Scott, Fast President, Ernest I., Simcnds, Hew Haven Safety Council. C. W. Smith, Standard Oil Company (Indiana}. H. S- Smith, ASSE--Engineering Section. R. T. Sotexstem. Accident Prevention Equipment Manufacturers' Section. John H, Taylor, Birmingham Safety Council. Arthur M. Tnoe, Consulting Marine Engineer. C P. To'Lmak, Past President. George H. Warfel, Union Pacific Railroad Company. Da. Cassius H. Watson, Amcricau Telephone & Telegraph Company. W. L. Wntrs, Jr^ Cement Section. A. W.. Whitney, National Bureau of Casualty & Surety Underwriters. Dr, CE, A. Winslow, Vafe Medical School. Arthur H. Vouhc, Past President. - DIRECTORS (1932-1933) Augustus L. Abbott, St. t^ouis Safety Council. M. S. Ackerman, Jr., Lehigh Valley Safely Council, Wm. F. AxaexK, Safely Division. Milwaukee Association of Commerce. J. I. Barash, Consulting Engineer. John Banks. Madison County Safety Council. John \V. Bartow, Safety Department, NasSmlle Chamber of Commerce. Ernest W. Bwc, United States Rubber Company. W. A. Bennett, Worcester Safety Council. U G. Bentley, Richmond Safety Council. C. W. BtutOQUi&r, Western Electric Company. Davis S. Beyer, liberty Mutual Insurance Company. E, F. Blank, Jones & Laugh1in Steel Corporation. C. B. Boctrr, Public Utilities Section. W. R. Boyd, Jr , American Petroleum Institute. Thomas W. Brewer, Hazclton Safely Council. R. A. Bryant, Safety Division, Syracuse Chamber of Commerce. Ralph C. Bush, Electric Railway Section. Gao. A. Cai-Oweii, Knoxville Safety Council. W. H. Cameron, National Safety Council. Robert I. Catt.IN, .Aetna Life Insurance Company. Frank H. Cocak, Marine Section. Will Coot-ex, Stevens Hotel. J. E. Ctr^LiJCKV, BetbJelscm Steel Company. Howard Dana, Boston Elevated Railway. F. A. Davidson, Consulting Engineer. Clifford Davis. Street & Highway Traffic Section. L, W. Dawlky, Refrigeration Section. Charles D- Dawson, Grand Rapids Safety Council. Lewis A. DlBlois. Consulting Engineer. Jay E. Decker, Mason Chy Safety Council. Officers and Directors James B. Douclaj!. The Philadelphia Gas Works Company, Dr. Louis. I. Duelin, Metropolitan Life Insurance Company. Dr. Charles H. Eames, Textile Section, FkL&E*ic \V, Easton, Blackstone Valley Safety Council. Harvey Ellerd, Armour & Company. Donald A. Finkieinsr, Toledo Safety Council. Ramth T. Fishes, Eastbay Safety Council, Thomas Fitzgerald, Western Pennsylvania Safety Council. Howard B. Fonda, Burrocigh* Wellcome & Co. 1U. S. A.) Inc. P. H. Glatfelter, York County Safety Council. Rrvf.st P. GoonxtCH, Consulting Engineer. Dx. Thomas W. Gosling, Child Education Scctiou. Otiio M. CtXAVF5, Quarry Section. Hammy Guilvlkt, The Pullman Company. Isaiah Hale. The Atchison. Topeka & Santa Fc Railway Co D. T. Harrington, U. S. Bureau of Mine*. E. M. Hejnselman, Safety Boreau, Duluth Chamber of Commerce. G. T. Hellmutu, Chicago. North Shore & Milwaukee R. R. Co. C. L, Hightower, Petroleum Section. Ciias, E. Hill, New York Central Lines. Harry D. Immkl. Department of Labor & Industry, Pennsylvania John Price Jackson. New York Edison Company. Dana E. Jones, Manufacturers Association of Erie. Roland Jones, Woodworking wkI Lumber Kamtfecturing Section, Ira V. Kroner, Pennsylvania Salt Mfg. Co. Frankltx M. Kreml, Evanston Safety Council, ' Frank J. Lahawan, Fort Pitt Malleable Iron Company. Thomas E. Light?got. Mining Section. R, M. Little, New York Department of Education. J. E, Long, The Delaware 4fc Hudson Railroad Corporation H. W. Ltwutcs. Cleveland Safety Council. \V. W Mack. Delaware Safety Council. IT. T. Martin, Fisk Rubber Company. F. W Matson, Minnesota Safety Council.. Paxton Mendelssohn, Detroit. Henry J. Mikevr, Food Section. W. S. Mot.LKR7>rc, Fort Wayne Sufc:y C<nntaL Uruan L. Mo-lex, Dayton Safety Council R, B. Mosley, Industrial Accident Prevention Associations. Miller McCuktock, Harvard University. War, G. McCullam, Elizabeth Safety Council. T. H. McKenkey, Illinois Steel Company, South Works. A. D. McWhortES, Safety Division, Memphis Chamber of Commerce Col. Ben P. Nicklin, Chattanooga Safety Cowncil. John A. Oartel, Carnegie Steel Company. George C. A Om4. The Detroit Fdi*on Company.. Titos. E. Owen, Employee*' Publication Section. Lew R. Palmer, Equitable Life Assurance Society. John C. Parker, Brooklyn Safety Council. C. . Pettirowe, American Mutual Liability Insurance Company. BttAiXAfcO Platt, Louisville Safety Council. J. J. PlzaK. Paper dr. Pulp Section. H. B. Potter, Baltimore Safety Council. Chas. E- Redfkrn, Providence Safety Council. Lt. Col. Henry A Reninger, Lehigh Portland Cement Company. Twenty-first congress- --National Safety Council C. L. Rice, Chicago Safety CouncilDiu A. D. Rifrr&zx, The Traveler* Insurance Company. Johx Roach, Chemical Section. Chas. J. Ron, Newark Safety CounaL Tcoias Roth, Rochester Safety Council. John Russiax, Jil, Construction Section. G- E. Sawford. General Electric Company. Hf.wry G. ScBAmtut, Erie Safety Council. Otto Schzkk, Wheeling: Safety CmmctL Robert L. Schmitt, Metals Section. Charul* B. Scott, Bureau of Safety. Gex. Johx H. Suejuubke, Massachusetts Safely Council. Da. L. A. Smou&y, Bethlehem Steel Company. Exkk&t L. Simoxds, New Haven Safety Council. Gbouce P Since*, Reading-Berks County Safety Council. Ouvcx T, Skellct, Safety Division, St. Pad Association. Charles F. Smith, Rubber Sectioo. C. W. Smith, Standard Oil Company (ludiana). K. J. Surra, Power Pres* Section. HR.. TS. SSomlitehk&,tA&nS,SAEc---ciEdenngtinPeererivnegntSioenc^tiEonq.uipment Manufacturers' Section. E. C. Swung, Lansdak, Montgomery Lo., Pa.* Gcoaca R. Stwhens. The Safety Bureau, Buffalo Chamber of Commerce. Ethel*e*t Stewaht, Washington, D. C. Caw. Strode. Automotive & Machine Shop Section. Lucius S. Stoms, United Railways ^ Electric Co. Alvxeb H. Swaykc, General Motors Corporation. JJolrxh'fxcYHD. .TTayetfotat,, BMiermattePaahcakmingS,aTfeatnynCinogun&cilL. eather Industries Section. Norman F. Trrus. Hudson County Safety Council. Arthur M. Tooe, Consulting Marine Engineer. W D. Tubpevtllf; San Antonio Safety Council. William F, Vbkcu, Rahway Safety Council. Vincent Waksfield, Kansas City Safety Council Geoc& H WaareL, Union Pacific Railroad Company. Da. Cassius H. Watsox, American Telephone & Telegraph Company. Ha**v M. Wejjjee*, Illinois Bell Telephone Company. Ca**oi.i> V. Wells. Delivery, Taxi-cab & Bun Section, Alaest C. White, Jr., Springfield Safety Council. \V. L. White, Ja.. Cement Section. S. E. Whiting. Liberty Mutual Insurance Company. A. H. Whitkey. National Bureau of Casualty & Surety Underwriters. \Y- if. Wixars, Union Carbide Sz Carbon Corporation. C. T. Wzkbgax. Detroit Industrial Safety Council, Da. C-E. A. Winslow, Vale Medical School. J, M. Ween, Youngstown Sheet 4: Tube Company, Council Purposes and Policies The fundamental purpose of the National Safety Council is to conserve human life. It seeks this goal through a continuous campaign of accident prevention that is nationwide In scope, applies to all lines of hazardous activity, and directly or indirectly reaches our entire citizenry. It is a non-profit organization, non-sectarian, and free from political affiliations. Since its organization m 1913, it has won respect as au essential national institution. ^ Inseparable from accident prevention is the Council's work in improving health conditions and preventing vocational diseases in American industry. Today there are 4,000 members, representing every state in the Union, and many of the Canadian Provinces. There are 500 'foreign members. The membership includes industrial corporations, firms, individuals, public officials, schools, chambers of com merce, dubs and civic organizations. About 70 per cent are industrial concerns, rndoding the big steel companies, the oil companies, most of the railroads in the United States, the automotive industry, and others of outstanding importance in oar national industrial field. Thus the National Safety Council is like a fruitful tree with many branches and firxnly imbedded roots that reach out in all directions, fending strength and perma nence to the organized safety movement. Pioneering in Safety The history of the Council is an absorbing story. Unfortunately it cannot be detabed here. Suffice to say that the First Co-Operative Safety Congress was held under auspices of the Association of Iron and Steel Electrical Engineers m Mil waukee, in 1912, and, as a result, the National Safety Council was organized in New York the following year with fourteen members. During the first year the membership increased to 971. The pioneers of American safety went to wot'k on the sound premise that accidents were an unnecessary part of our social order and that through application of proper remedial measures they could be avoided. They set about to nationalize this theory, and to develop the detailed methods and materials through which accidents could be prevented. The members of the organization now are more than ever convinced that accidents are unnecessary and that they can be and are being prevented. Striking examples of reductions iu many different fields during recent vows {wove "this con tention. - Results of Organized Safety Since the National Safety Coundl was organized in 1913, the national accident death rate m all fields excepting motor vehicle has been reduced 40 per cent. The motor vehicle accident problem is a comparatively new one, yet there are evidences of progress. Recent studies show that accidents among commercial vehicles have decreased; that grade crossing tragedies have considerably decreased during recent years; that deaths of school children have decreased; that deaths in states having effective Hcettse laws with centralized administration and in cities having community safety councils have increased much less than in other states and cities; that deaths to pedestrians of all ages throughout the country increased very slightly last year. These facts indicate the engineering, educational, and legal remedies for the highway accident problem are producing- results where conscientiously applied. Since the National Safety Council started as an industrial safety organization, the best results are to be expected in tlus field. Here spectacular achievements have been made. The steam railroads, for instance have reduced accidents among employees 74 per cent during the post 11 years. A group of oar largest steel industries have 7 8 Twenty-first Congress--National Safety Lonuctl cut jheir Accidents 90 per cent since 1913. During 1931, 41 plants of be Portland Ceurent Association went through tile entire year without a single lost-time accident among thousands of workers. Two, three, four, and even five year `'no-accident" records among smaller plants and in certain departments of the larger plants are noAt laotngallwuitnhcomthmesoen. redactions the whole psychology of accidents has clanged, Hmploycr and employee both look at die proposition from a different viewpoint than they did 20 years ago. Accidents now are really ottt of date. In many plants they are considered a disgrace that casts a cloud over good mauageraent and efficiencyThcrc is very* little room today for tire careless worker in modem industry. Looking Ah**d Tlie safety problem is a universal one--and always win he--fust as long as human beings iniabit the earth. Safety applies to everybody and to everything, physical or material; to every human set, to every men, wotmn, and child. It is only natural, tirereforc, that tire idea winch seems to have so firmly taken root in lire United States should branch forth mtc other countries 'of the world. Organisations similar in purposes and activity to that of the Nalwoal Safety Council have sprung up to many countries. Council posters have been widely copied for foreign use and several Cowicrl publications have Ireen translated into other tongues. Alt g these are hopeful signs of the times in tltc world of Safety. The National Safety Council is still young--as institutions go, A great amount of worth-while work has been crowded into its short life. Foundation work is always slow, whether one is building safe skyscrapers or safe men. The National Safety Council lots been digging away at the bed-rock of public consciousness. It has made real progress and its achievements furnish ample inspiration for continuing its humanitarian efforts. To bring tire accident situation under control there mutt be a wider interest m the Safety Movement; a much larger membership hi the Couficil, and the active ro-operation of all industrial, business, civic, and governmental bodies. * Cooperation The purposes and policies of the National Safety Council are not alwa>s under stood Isy those not in close touch with the Council's Work. To meet the need for a brief and definite presentation of the Ccntticii's objectives, the following has been approved by the Executive Committee as an official statement of policy: "The National Safety Council's objective rs the elimination of accidents to men, women and riiildrcn, as brims deplorable, unnecessary and wasteful. Tt seeks mernbersitips, cooperation and contacts to insure that its services may provide the instru mentalities and finances to accomp&A this objective. "Through education it ceks*tO demonstrate that the safe way is the right way and the best way, from the standpoint not only of human satisfaction but of social efficiency and economy. Tt seeks those ways and means for safety that satisfactorily fit into the practical affairs of life. "Its financial policy is to return in service alt moneys received, so operating wiu&out profit, knd to undertake only those activities which can be assured of reasonable Iterm&neticc. Much of its administrative personnel >nBtsts of volunteer workers. "The National Safety Council holds itself open to give fullest and most cordial cooperation to all individuals, industries., organizations, communities, states and nations that are in accord with the principles and objectives of the organization, and the National Safety Council likewise asks and seeks cooperation from all these in carrying out its purposes." TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Annual Meeting of Members MONDAY MORNING SESSION October 3, 1932 The Annual Meeting' of Members of the National Safety Council at tltc Twentyfirst Annual Safety Congress convened at the Wardman Park Hotel, Washington, D. C, with President C. W. Bergquist- presiding. The invocation was riven by Rev. W. Coleman Noils, S. J-, president of Georgetown University. In opening the session President BcrgqCiist said: "Tim Congress marks a high spot in the CotiocU*s life. On our twenty-first birthday wlat could be more fitting than to come to Washington, where we have had loch splendid support from the President and from many government officials." Mr. Bergqrist then introduced George W. Qflutt, prominent Washington attorney and chairman of the Washington Congress Committee, wlto welcomed tire Congress on behalf of the Committee. "Having the Annual Safety Congress in die National Capital represents Ore fulfillment of an ambition of many years." said Mr. Gffutt. "It is singularly appropriate because the first citizen of Washington--I am referring; to President Hoover--has long been interested in safety. Washington needs lire inspiration of such a gathering. The army and navy are adopting modern industrial safety methods and the safety experiments bring conducted by the Bureau of Standards are far- reaching in their influence And we feel that you also will find inspiration from your meeting here.1* Major General Herbert B. Crosby, Commissioner, District of Columbia, pre sented the official welcome of the District He said: "We are proud that you have chosen Washington tor the Twenty-first Annual Safety Congress. For several years we have been sending representative* to these congresses, for we have plenty of safety problems." President Bergquist then read his annual address .. The President's Address By C. W. BERGQUIST President, National Safety Council, Chicago If we needed evidence of the nation's confidence, we have it this morning. Gtir numbers, it b true, are not equal to those of previous years, but events have fre quently shown us that size is not the only standard for measuring values. That we have drawn so large an attendance in the face of universal retrenchment is indeed evidence of the confidence which industry and die public generally feel in 9 10 Twenty-first Congress--National Safety Council the safet3' movement. And I feel also that thousands who are enable to be present today arc with us lo spirit. Time does not permit the listing of the important activities oi the Council during the past year but I wish co remind you erf some accotopHAtoegis of more than ordinary significance. Among these is the Balanced Program for the Reduction of Traffic Accidents drawn tip by the Public Safety Advisory Committee. This brief pamphlet, baaed on the experience of many states, cofmotanltjcs and ctitec groups which bav* made substantial progress in controlling traffic accidents, present* rcaseffie* that have been found effective, discarding the countless fads and unsound theories which have been tried and found wanting. Among the valuable contributions which the Council has made to the public'* knowledge of accidents is the annual publication "Accident Facts.** It is recognized everywhere as a source of up-to-date and authentic information on accidents. The 1932 edition contains the encouraging information that 2J07 industrial units have reduced their accident frequency rates 3SA per cent and their severity rates 19.3. Unfortunately, the experience of American industry as a whole tags far behind the experience of this group of progressive ccotpanies. These units reduced accidents by intensive effort mtclUgestly directed. The attitude of the press toward the Balanced Program and the information contained in Accident Fact* has been most encouraging. Facts have been freely quoted and commented upon editorially. Newtpipers are beginning to realise the seriousness of the accident toll and have shown an encouraging desire to cooperate id spreading safety tofcxTrwtioc. Owe of the roost effective method* of keeping up interest in safety has been the contest. After several years wc find contests used more extensively than ever. Six industrial groups of Council members now hold contests annually, involving some 700 industrial units and more than 200.000 workers. For the first time this year the cities were enlisted in a traffic safely contest: 442 ciitfes, representing a total population of 41.277,000, are now competing for die honor of bang known as the safest city in the United States Trophies were again awarded by the Ceoncil to the railroads In the nine classifi cations which had the lowest employee casualty rates during 1931. Regional safety conferences held throughout the country showed attendances only slightly below that of previous years, Foster* in Demand Another encouraging sign has been the continued demand for safety poster*. Although many members have found it necessary to cut down the distribution of some of the aids to safety as the working forces decreased, posters are used more intensively than ever. The low cost of the posters and their proved effectiveness have made them indispensable in the safety program. A new booklet ``First Aid Reminders," presenting important first aid directions in simple form, was distributed to the membership and highly praised by those familiar with first aid principle*.. Other booklets now in course of preparation include "Women In Industry,*1 "Safety Fays,** and a brieE rule book applicable to practically every industry. Efforts to establish safety in the curriculum of vocational and trade schools have been meeting with more sucee** every year. At the last Congress the School Shop a"d Laboratory Committee was organised and member* undertook two im portant surveys--one covering the extent of safety education in vocational school*, and the other, the extent of safety education in vocational school teacher training institutions. last year we felt that we had reached the bottom of the depression bat tlie ensuing months revealed new depths. The safety movement could not help but Annual Meeting &f Members 11 feel the economic pressure which was affecting business generally bat the National Safety Council ha* suffered far less than other association*. Its income from membership dues and the distribution of publications has been drastically reduced; the staff lave accepted substantial salary reductions in common with the employees of member companies and all of our expenses have been cut in half. Some activities have been curtailed but no essential service has been dropped. Devastating Social Effect* In oar efforts to prevent physical injuries we are not unmindful of the devastating social effects of gemomte injury and death. This problem is now occupying the greater part of the public's attention. It I* no less destructive than actual physical isjury. asd, to fact, it has a serious bearing on the individual's susceptibility to acodes**. UndcTTKmrisfrmcnt, lowered morale, worry and taacertstinty about the future oil of these make the worker an increased accident risk, even when tl demand for production is missing. Bat there is another side to this question. Accidents are a* costly as ever to the individual and to his employer. True, there may be fewer orders to the shop but the customer wants delivery promptly. An accident upsets planned production; it 'adds to costs. Likewise it adds to the distress of the individual and places an added burden on both industry and the community when resource* are already taxed to relieve distress. And we roust not forget that prosperity is not likely to return to the victim of a disabling accident. The experience of the last three years has taught us that although accidents increase with business activity they do not decrease proportionately with output. In fact, many new and disturbing factors complicate the work of accident prevention. Safety departments have, in many eases, been obliged to carry on with reduced staffs, and with smaller appropriations tor safeguards and maintenance. Even more serious have been the mental obstacles. Men have been worried, perplexed, uncertain about their jobs. Perhaps their health has been Impaired by neglect of medical and dental service which their reduced earnings could not afford. Men who return to work after periods of idleness are out of step and they are likely to be accident prone. The safety director's problem* have been multiplied. Knforccmont Not Enough Those who are not familiar whh safety work arc apt to gain tlw Impression that accident prevention is easy in times of slack business. They argue that the present surplus of labor makes it easy to enforce safety rules. It is unfortunate that many people have the idea that preventing accidents Is merely a matter of coercion, and this attitude ha* influenced our band!wag of traffic problems a* well as shop problem*. We have learned that enforcement alone will not bring safety. We have found, for example, that a shop rule requiring the use of any safety device will not be obeyed unless die foremen ami worker* have been sufficiently impressed with the necessity and justice of this mle. Drastic rales will fail without proper backing. A feeltog that accidents are a black eye to the shop and emphatic disapproval of the man who endangers the safety record are more effective than harsh rules half heartedly enforced. In the field of public safety we find the same principles. Wc have seen temporary enforcement drive* which forced some of the reckless to moderate their driving until die excitement subsided. We have seen campaigns of n highly emotional nature which brought temporary results but no fundamental reformation. The average person is still nonchalant about reckless driving. Some think that getting a ticket for speeding I* merely a joke.. In shprt, the general attitude is very much Kkc that of the woman who was bragging about her sons; they'd never been arrested--except for speeding and on liquor charge*. 12 Twenty fint Congress---National Safety Council Divided Responsibility Yet we must not forget that the desire for speed is not in itself vicious. It is only when it upsets the judgment of the individual and becomes dangerous to his fellow citizens that it begins to assume criminal aspects. The majority of accidents are not caused by an easily recognizable criminal class that can be segregated and dealt with accordingly. If that were so, tlte problem would be much easier of solution. No, the majority of those wlu> are responsible for accidents are just ordinary human beings- Moreover, the responsibility for any particular accident is seldom clean cut. There axe usually many factors contributing to tlie result and the responsibility is seldom entirely oo one side. And to add to other difficulties there & still a more or less prevalent fatalistic belief that accidents are inevitable. Is it any wonder, then, that our progress seems slow? Tlie public loves the spectacular, but the safety movement, unfortunately, has little to offer In this directkw. Acridmts, particularly those assuming the proportions of a catastrophe, are often iratemely dramatic, but the work of prevention involves much tedious detail. The public is horrified by an atrocious crime or a disaster, but some new sensation appears >n the headlines and the shock is forgotten. Statistics are just so many figures to the average person and the announcement that one hundred thousand people meet violent death in a year arouses little or no feeling. No person realises that he bears any share of the responsibility. Vast sums have been contributed to research for. the control of various diseases, such as tuberculosis, heart disease and cancer. Vet accident*, although ranking high among the causes of death, have received comparatively little attention from the great benefactors of mankind Their dimfoalfoo demands the correlated efforts of tlc engineer, the physician and the psychologist, but the necessary support has net been forthcomwig. Yet in spite of limited resources the National Safety Council lias many accomplishments to its credit. It 1ms aroused American industry to a sense of its responsibility Cor the protection of its workers, and its influence is not confined to the membership of the Council. It has also awakened the press of the Nation and many public-spirited organizations to the seriousness of the accident problem. And I need not tell you tint our Council has a workf-uride reputation for disinterested service to humanity. ' Er>cotrragement foe the Picture The Council 1ms been encouraged by the continued support and expressions of confidence from our leading Industries. Industrial leaders realize that accident prevention cannot be dropped m hard times and picked up when prosperity returns. Not only is the momentum of an effective organization lost but the workers cannot be expected to have confidence in a fair weather program. t am confident that organized safety work will be more necessary than ever during the next few years. We mutt not be caught unprepared when the demand for production Is heard again. The men who return to work after long periods of involuntary idleness will be in the same position as new workers, perhaps even more susceptible to accident than die youth fresh from school or the farm. Will the equipment be in condition to meet the demands placed upon ft without endanger' mg the workers? Will tlwrc be adequate supervision and training? Our streets and highways will be busier than ever and crowded with vehicle* capable of even greater speeds than most of these now operating. In every line of human activity there will be increased opportunities for the safety movement. Wc must be prepared. The tellers of the meeting then were appointed, as follows: John P. Rosimeyer, F. \V. Rodenheber, and Lewis E. MacBrayne. Minute* of the previous meeting were approved unread. Annual Meeting of Members 13 Nominating Committee Report The report of the Nominating Committee was then presented by George C. Traver, chairman, as follows: MContriyiog with your instructions, the Nominating Committee, appointed by you with the approval of the Executive Commute?, and as provided for in Section IV oi Article VI of the By-Laws of the Council, and as further provided by Section V ot Article VI of the By-Laws, presents herewith the report of nominations for Directors to serve until the Annual Meeting ip 1935. The names of the following Directors whose terms expire October 3, 1932, are submitted for re-election: MJ. I. Banish, J. E. Culllncy. Edward Dana, F. A, Davidson, Lewis A. DeBlois, D. T. Harrington, G. T, Helknuth, Frank J. Lanahan, John E. Long, Paxton Mendelssohn, Miller McCHatock, John A. OarteJ, C. E. Pettibone, Henry Rcniogcr. A. D. Ristcen, Chas. B. Scott, Cassius H. Watson, Harry M. Webber, A W Whitney, W. H. Winans " The secretary was instructed to cast the ballot, a total of 8,420 votes, for the nominees and none against them, C. -E. Pettibooe, chairman of the Resolutions Committee, presented in order the following Resolutions, each resolution befog formally adopted by the delegates: The Resolutions "Whereas, it has taken many years at great effort and expense to develop in industry organized safety activities; and "Whereas, these activities here conclusively proved not only their effectiveness m reducing the industrial accident toll, but that the maximum efficiency In plant operation cannot be obtained without organized safety work; and, "Whereas, during the present economic disturbance, there may be a tendency for .industrial management to eliminate or dcstrpy the efficiency of their safety organtzatme; therefore, **Be ft Resolved, that we urge upon all industries the maintenance of the maximum organized safety activities poiofbfc under present operating conditions, and particu larly targe them to maintain at least the essential structure of their organised safety activities so that at may be built upon readily and enlarged as industrial activities return to normal.*' "Whereas, the deaths and injuries from traffic accidents iiavc consumly increased until they exceed thirty-three thousand deaths and a imUIob injured per year, and are, therefore, one of the serious menaces to the happiness and well-being of the people of the nation; and, "Whereas, a balanced program for reducing traffic accidents covering legislation, engtoeeriag, education, enforcement and research, lias been worked out and agreed open by the outstanding authorities representing all phases of the traffic problem through the stimulation and co-operation of the National Safety Council; and. ~Whereas, it Is believed that a concerted effort to accomplish the recommendations tit this program ts the most effective means of cocnbatmg the menace of traffic acci dents; therefore, "Be ft Resabed, that the National Safety Council and all of its members and friends assembled here plcdffe themselves collectively and individually to urge all agencies, inducting public, private and philanthropic, to concentrate to the maximum of their ability in carrying out tins program for reducing traffic accidents" MWhereas, the accident toll among school children last year was 9,000 lives, ranking ahead of any disease as a cause of death; and, "Whereas, the accident death rate few these children has decreased 11 per cent 14 Twenty-first Congress--National Safety Council since 1922 while the rate for all ages combined has increased 16 per cent, a result which i$ undoubtedly due to child safety education; therefore be it "Resolved, that the National Safety Council urge all public, parochial and private school authorities to adopt safety education measures including classroom instruction, extra-curricular activities such as the Junior Safety Council and School Boy Patrol, and child accident reporting: and to provide adequate swperristoa for making the prc&razn effective in all schools of the system." "WkcrgaSy recent studies show that the accident record of drivers under the age of 20 Is 39 per cent worse than the average for all ages cotnbioed; and "Whereas, a plan for a motor traffic club in Use high schools which gives the stu dents a fundamental knowledge of the autoaiobtle and an understanding of good prin ciples has been found effective and popular with students themselves; therefore be it "Resolved, that the National Safety Council urge all high schools to encourage safe driving by the formation of such dubs." "Whereas, some thirty thousand people were killed and nearly three million injured in our homes last year, this figure exceeding by more than 50 per cent the number of people killed in industry; and "Whereas, this enormous loss of life and suffering can be reduced best by the dis tribution of accident-prevention knowledge directly within the homos of oar cvt&ens: therefore, "Be It Resolved, that we urge welfare associations, Insurance companies, public utilities, advertisers of consumers* goods, and all other organizations having direct access to liomcs to use every means available for the diiuributioa of accident-preven tion knowledge to the ttoroc-kccpers in aw land.'* "'Whereas, this Twenty-first Annual Safety Congress of the National Safety Coun cil m Washington, convened during a time of wide-spread economic distress, prom ises to be an enthusiastic and convincing demonstration of the vitality and purposeful ness of the Safety Movement, and this achievement lias been made possible largely by the interest and generous cooperation of various trade bodies, technical and yrofesatonal groups, prominent civic, business and social leaders of the city and the press, all of whom have energetically worked to interpret the importance of this great gathering to the whole community; and "Whereas, we, the members of the National Safety Council assembled from all parts of the United States and Canada ami from other countries of the world, fully ap preciate the fine and unselfish contributions of the citizens of Washington and the value of these contributions in furthering the universal Cause of Safety and in strengthening its protecting influence, not only in this city, but also throughout the world, thus aiding in attaining the ideal of human life preservation; now, therefore, be it . "Resolved, tliat a standing vote of thanks be extended to the Commissioners and authorities of the District of Columbia; to the many Federal Departments that have actively cooperated; to the Police and Traffic Departments; and to all the various national organizations, state officials, state departments, ami public spirited citizens who have done so much to make this great Safety Congress a success, includmg Mr. Newbold Noyes and tlic many distinguished Washington citizens who have served ort the Washington Congress Committee; Mr. George W. Offirtt, Chairman, and the members of the Executive Committee of the Washlngon Safety Congress Committee; to the Wxsiunffton Board of Trade and the Greater National Capital Committee; and other local organizations; to the daily press and other publications,* this vote of thanks is accompanied with the deep appreciation of the leaders in the Safety Move ment who understand the need (or intelligent guidance and leadership in organizing Annual Meeting of Members 15 and directing Congress activities, and particularly in placing before the people the facts about accidents and scientific methods for their control, to which task lUU Congress is dedicated,'* "Be It Resolved, that the members cf the National Safety Council here assembled do express to the officers and executive committeemen of the Council their aH*rect*tioo for their untiring efforts and. sound judgment in directing the Council during one of (lie most trying years of its existence, and do hereby express to them their satisfaction as well as thanks for their generous contributions of time and effort." "Be It Resolved, that the members of the National Safety Council hereby express appreciation and gratitude to Carl W. Bergtjui&t who, for two trying and difficult years lias served as President of the Council and who has given freely and without stint of his time and energy, h wise counsel and his forceful leadership in order that the Safety Movement might be preserved and its progress in the fight against accidents continued." President Bergquisi then presented Edward J. Mehren, president, Portland Cement Association, Chicago, who delivered the following address: Good-Will Dividends from Safety Work By EDWARD ]. MEHREN President, Portland Cement Association, Chicago, IE. Probably many of you have wondered, m reading the title of my address, why I have turned to what seems a minor field of inquiry and have neglected the major and shore obvious benefits of safety work. True, I have chosen to speak of a by-product rather than a direct effect I haw passed ova* the great area* of Immediate benefit-- the physical, the social and the financial results of safety work. But why should I not neglect them? You, the experts, have traversed these fields thoroughly. You have set figures on their value. Foe me, therefore, a less explored area Is advisable. But, further, I do not regard the field of my survey as a minor one. It ts indirect, it is true. Its benefits are difficult to weigh and scale. But its Influence is mighty; I might even say, all pervasive. For the good-will that flow* from industrial safety work can help our industries In their task of making sound adjustments internally and in their relations with the public. Approximately 33 per cent of us Americans and our families liveour lives in and through industries. As individuals, as a nation we are affected by their operations and by their relations to the public. Any force that can favorably influence their internal and external adjustments is obviously im portant in American life. * Such a force I conceive to be the good-will that flaws from safety work. Good WW In the Plane This good-will obviously shows itself first in the industrial plant Itself. There is found the first of the good-will dividends. To understand how they arc earned one must know the mechanism of safety work. You who are industrialists know how it operate*. It is not only inspection and safeguarding of dangerous machines It is not only fire drills and first-aid work. It is not only safety teams and exhibitions. It is all of these and more. AIjgvc all, it Is an education of men in hazards and their reduction, to the value of health and sound limb to workers and their families. In mutual responsibility for each others* safety. 16 Twenty-first Congress--National Safety Council Its mechanism is the safety committee wherein foremen and other workers report ami discuss hazards, study accidents, decide on preventives, and--most remarkably-- impost: on themselves the responsibility to see that these preventives work, Tl* safety committee, then is _ --a body of technical experts on accident prevention; --a kccn-cyed vigilance committee, to spot hazards; --an analyst to diagnose causes; --a deliberative body to resolve on a program; ^ --a moral force to secure acceptance and observance of its decision*; --a group actuated by the high motive of conserving for their families their own lives and limbs and the lives and limbs of their fellow workers; --a committee, acting by themselves, but on problems of deep concern to the man agement and therefore in constant counsel with Use management group. In rotation men take membership on the safety committee. It is a school wherein men arc discovered, educated, inspired; given a comprehensive view of the industry, its purposes, its ideal*, u management. They arc no longer "roili-hands'' or numbers on a pay-roll but men, expected to think, and respected because they do so. What more natural Uran that these committee*--deliberative and legislative bodies, as they are--'should have taken on wider functions? Without urging, they have applied themselves to personnel problems ami placement, discipline, relief, community service, education and recreation. By natural stages they have become an informal works council, without commission other than the commission of knowledge, without antliortty other titan that of the workers' and the management's confidence. Having said this much, need I point out the good-will dividend that has ensued? Where men are regarded as men they give of the loyalty of men In such plants lltere is understanding between workers and management.. The safety committee has become a means for cxeltanging views. In the cement industry, for example, our excellent employee relationships are due to the removal of all ground for discord and dissatisfaction through the operations of the safety committees. Good-will is evidenced in plant loyalty and devoted workmanship, which seek ahvayj the success of the enterprise. The plant has become not "the company" but "oar company." Thus do we receive the good-will dividend in the plan itself. Thus do wc pro mote the internal adjustment of which I spoke in my opening remark*. Good-Will of the Community The satisfaction, the pride, the loyalty thus developed cannot be confined to plant limits. The men take them home. "The company" becomes "our company" to wives and children, as well. Why not? Has h not operated mightily for wife and children in safeguarding the worker's life and limb? Further, safely lessons learned m the factory are carried to the home, the school room, live lunch club and the public-safety group. Mishaps are reduced in (he home aod on the street- The worker, in learning to protect himself, has learned to safe guard the lives of his family and neighbors. As accidents have dwindled pauperism and demands on charity have declined. Buying power Iras increased and so have saving deposits. Home* are better kept. Families rise to a higher scale of living. Community life benefits. The social divi dend is high. * , .... The story travels.. The plant acquires a good reputation.. It has the pick of tire workers. Smoke from its chimney that might have worried the town, now Issues forth as a good omen. While it continues jobs are secure. j.ocal officials take pride fa the enterprise. Neighbor industrialists accord it leader ship. Public regard develops a feeling akin to ownership. The final result is that officials and the public help where they might binder. Here we have a step, through Annual Altering of Members 17 the agency of safety, in the adjustment of industry in its relations to the public. And this is another good-will dividend from safety work. Good-Will of the General Public The spread of good-will beyond the community is of a less tangible and demon strable order. But it is real nevertheless. Here I must call specifically on tlve experi ence of the cement industry. We have made, as you know, an enviable safety record. The story has reached the public fa many ways, one of them through the wide publicity given to the dedica tion of safety trophies at plants which have gone through the year without a lost-time accident. The tropic* are handsome massive monuments-- made of concrete, of coarse--which are unveiled at dignified and inspiring ceremonies, often the biggest events fa the histories of their communities. Governors, U. S- senators, congressmen, mayors, other officials are glad to grace these occasions because tlney are evidence of a valuable, ucselfish social service to the community. They have been loud in their praise of our accomplishment and that praise has echoed even beyond the boundaries cf the appropriate state. Our Anna! June No-Accident campaign, fa which every operating man in our industry is enrolled, is made the subject of tremendous interest in every cement mill and quarry community. Many other industries seek to enroll. Over a hundred mass meetings of oar workers are held simultaneously each year on the last day of May and 160 flag raising ceremonies occur on the following morning. They are the open ing guns fa a campaign but the battle is for safety not for slaughter. These events frequently touch off community safety drives as well. Obviously the cement company and live cement industry come to favorable notice. Over the country, our key operating men, in the proportion of about one for every twenty men employed, assemble annually at convenient points for regional safety conferences. Interchange of ideas, analysis of trends and suggestions, renewal of enthusiasm are the objectives. These affair* have become events of outstanding interest. They have attracted cabinet members, governors, leadfag educators and sociologists. The papers and deliberation* have found their way into the public and the trade pres* ae<l have been reprinted by the titousands. Good-Will of Con>pon.Eatioa Commissioners Among the mmi valued evidences cf good-will from our safety work arc the un solicited message* of congratulation and encouragement received from state officials charged with the reduction of industrial accidents. Some of you commissioners here today have famished the word of impetus and cheer that ha* sent u* full steam ahead Into our best efforts. One commissioner recently wrote: "My own slant on tke depression is that if Industry ever needed the example of Inspiring safety records, it needs it now. Reduc tion of'accident waste can be a most important factor m rehabilitation as you realize, and my concern comes from the tendency to scrap safety effort now as a misguided step toward economy. For these reasons I feel that the Portland Cement Association is to be more than ever congratulated on what it has done for the cause of safety fa June, 1532." Another says: "The safety record of the cement industry should be an incentive for others to go and do likewise, and I trust that the State Safety Codes Commis sion, (which, by the way, will meet for organization today), may be able to use your good work as an example for otEters to profit thereby, to live happiness, Iwealth and wealth of mankind." Still another: "Let me congratulate you upon your excellent record and if you will refer to Safety Engineering for July, you will note that I have said so publicly. You of tlc National Safety Council have given to the press much about our record 18 Twenty-first Congress--National Safety Council and this distribution has spread a good name for us far and near. Mr. Cameron's recent press statement on our work is highly valued by every cement mao. By many other means and channels, this word of our accomplishment for the wel fare of our men has spread and built good-will. Value of This Good-Will We cannot measure accurately the value of the favorable attitude thus created. Wc know that any industry it liable to attack and criticism by the designing and uninformed. But such attack is parried, in pare at least, if there is a shield of public good-will. I believe, too. that public favor builds business. If any are inclined to doubt me, I ask them whether the "House of Magic", whether Gerard Swope's leadership in social thinking whether Owen D. Young's eminence in social thought and international economics have made business for General Electric. I believe they have, for they have predisposed people toward tiiat gTeat company. To thetr minds, the House of Magic, Swope and Young give assurance that the General Electric is progressive, reliable, square-shooting. ' In similar fashion, good-wili Is a business builder for any organization which pos sesses it. . ... Again, we have a good-will dividend from safety work, again a step m improving the relations between industry and the public. _ International Good-Will Perhaps we can extend our survey farther aad discover in America's safety effort international benefits, Certainly the world accords ns the leadership m safety. We arc elevated as the shining example of what can be done. Possibly our regard for imtt, as evidenced by this work, may be a softener of the criticism that foreigners so often pass on us as money getters. In this work sturdy, humanitarian considerations have prevailed. Goed-WIH Only a By-Produet I come now, in dating, to two points that are essential If there arc to be good-will dividends from safety effort.. The first is this, that goad-tt/iU must never be the designed purpose of safety work. It must of its nature be a by-product. For if good-will be made the purpose, the work is immediately deflected front its only sound objective--the conservation of life and limb. Being deflected from its objective, it ceases to conserve life and limb, and must necessarily fail as a good-will builder as well. The second flows from the first--ami is inherent therein. Safety tear* that uttll yield by-products must be sincere; it must, in jull faith and honesty, be directed to the conservation of men. There can be no camouflage. Then only will men respond. No one is keener titan they to detect Insincerity. If they sense that they are regarded as robots, expensive to maim, to injure, to kill, they will not put mind and heart into safety work. There may be some accident reduction. Even in that area the work will fall short of its possibilities. But there can be no good-will dividends, because the confidence and the Interest of the worker is lacking. If you should ask me why the cement industry has for some years held the leading position in low frequency of accidents and has twice received the very high honor of the Joseph A. Holmes award, I must answer that it lies in the sincerity of the Indus try's interest in its men. First, last, always, we have aimed to protect them. We Itave saved men, even though insurance premiums were not reduced. In the process of saving them, we have given them responsibility, we have raised Ihcir estimate of themselves. It has been a joy to see them respond and grow. Annual Meeting of Members 19 But if the men have grown, so too have the managers. If the worker sees some what through our eyes, we now see partly through his. We are more alert to his interest, as he is to ours. We are broader, mqre considerate, belter managers. In conclusion let me say that I shudder to think of what would have happened had safety work not developed. As a young man I had occasion to spend time in Northern Michigan. I was struck by the human wreckage of the mines and lumber camps. Crutches were in common evidence. That which death concealed was a heavier toll than the crutches revealed. As the years Itave flown, mechanisms have become more gigantic, swifter, more complex, their crushing power greater. Had there been no safety work, the toll would now cry to high heaven. But safety work, motivated by interest in the man, has snatched die prey from the destroyer. Other benefits have ensued. Weigh them, as you will, with all your expert knowledge. Cast up your accounts in terms of life and limb conserved, of family and community benefits, of savings in coat. Offer them ah as the contribution of safety work to the common weal. Large will be the total, astonishingly large even to the initiated. Yet I contend that the total will not be complete. Something has been omitted-- something of high value, for h works for peace and harmony in that great agency of our social mechanism--industry--through which millions of us win our daffy bread. That something which yon have omitted from the total is good will--the good-wilt that flows from safety work that is honest and sincere. Trophies for Excellent Safety Records The curtain back of the stage of the Wardman Park theater was then raised, re vealing the 45 brocue trophies awarded by the National Safety Council in the Annua! Accident Prevention Contests in the various sections of the Council which ended June 30, 1932. There were in addition 110 certificates awarded to winners of second and third places. Both trophies and certificates were to be presented later during line Congress to the successful companies at the various sectional sessions. A total of 950 industrial units took part in the contests, their employees working through 800,000,000 raan-hottrs. Tlte certificate of the Joseph A. Holmes Safety Association, for outstanding achieve ment in accident prevention, was awarded to the Lehigh Portland Cement Company, of Allentown, Pa. Dr. Scott Tomer, director of the Bureau of Mines, made the presentation, reviewing the company's perfornuances, and also the safety records of outstanding plants la the Portland Cement Association. Lieutenant Colonel Henry A. Rcninger, special representative of the Lehigh Parc* land Cement Company, received the certificate on behalf of his company, paying tribute to the late Colonel Young, its president, who had done much to promote safety work in the company and throughout the industry. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NAT IONAL SAFBTY CO UNCIL Annual Banquet WEDNESDAY MORNING SESSION October S, 1932 The Annual Banquet of the National Safety Cooaol was held m the Wirdman Park Hoed, with C. \V. Bergqmst, president of the Council, presiding. After the invocation, by Dr. James Shera Montgomery, chaplain of the United States House of Representatives Chairman Bergqtnst announced the election of officers of the National Safety Council (which had taken place that day) as follows: President--]ames 1. Raaa&h, Consulting Engineer. Chicago. Vice-President for Public Safety--R. 1. CatUn, Assistant Vice-President,, Automo bile Deportment. The Aetna Life Insurance Company, Hartford. Coon. Vice-President for Engineering---J. E. Culliocy, Manager of Safety, Bethlehem Steel Corporation. Bethlehem, Pa. Vice-President for Memberskif--Howard B,, Fonda. Burroughs Welkomc & Com pany. (U. S. A), Inc, New York City. Vice-President for Safety Comedo--John E. Long, Supervisor of Safety, The Dela ware & Hodsoex Railroad CocpocatLoo, Albany, N. Y. Vice-President for Business Admwistration-~-G. T, Hellmuth, General Claims At torney. Chicago. North Shore & Milwaukee Railroad Company, Chicago. Vice-President for Industrial Safety--George H. Warfd, Assistant to Vice-Presi dent, Union Pacific Railroad Company, Omaha, Neb. Vice-President for Health--Dr. Cassius H. Watson, Medical Director, American Telephone & Telegraph Company, New York City. . Vice-President for Education--Albert W, Whitney, Associate General Xfunager, National Bureau of Casualty & Surety Underwriters, New York City. Treasurer--:Will Cooper, The Stevens Hotel Company, Chicago. Managing Director and Secretary--W. H. Cameron, Chicago. The newly elected president of the National Safety Council, James I. Banash, was then introduced by the chairman, and briefly addressed the members, as follows: "Since Edison's discovery of tl*e incandescent lamp half a century ago, the entire trend of civilized existence has been toward acceleration. This of course means that we have tremendously increased not only the speed of transportation of people and material but also the tempo of production, through the perfection of machinery and the elimination of unnecessary physical effort. "But--has the speed of HUMAN reaction been increased in direct proportion? Has the human mind been, geared to respond accurately to these changing physical conditions which have introduced all the new and complicated hazards confronting as today? 21 22 Twenty-first Congress--National Safety Council "Undoubtedly in the course at evolution, nature, in its slow, methodical, _bnt in- tenscly acctsrate manner, would solve the problem eventually. But before this could hapoen, countless lives would be sacrified and human suffering multiplied many times, to a point indeed frifhtful to contemplate, were It not for the sound thought and intensive effort with which the safety man of today is attacking the problem. Our ambitions and struggles since the National Safety Council was orgamred have been directed toward the coordination of these human factors with the increased pace of existent*. .. , ,, , "While we cannot turn our back on. the more or lea* distant future and the prob lem* it may briny, we must, under present economic conditions, first direct our ener gies toward holding the ground already gamed. "In most Sincere appreciation of the great honor you have conferred upon me. jet me pledge you, m tl>e words of Carlyle: 'Our mala business b not to see what lies dwnJy at a distance? hut to do what clearly lie* at hamT ** The toastmaster, George W. Offut, attorney, Washington, D. then took charge of the meeting, making an eloquent short address. "Wc have seen many conventions come and go," he said, "bat none has shown rpore earnestness and purpose man the Twenty-first Annual Safety Congress of the National Safety Council. Mr Offtat introduced Dr. Robert Arthur Wood, founder-pastor of the Boardwalk Church of Atlantic City, N. J., whose address was entitled, "America's Safety Jubilee---the Year of No Accidents.** , , <t , ,. The conclncfiog address was entitled "America As I Find It, by a speaker who wa* mtroduwdfs "Count Ernesto Russo, of Milan, Italy." Following an Ure which charmed the audience with its humor and eloquence, the "count removed hsi false whiskers, dropped bis foreign accent, and reverted to the rote of an American humorist--to the frank amsremem of ninety-eight per cent of his audience. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS ' NATIONAL SAFETY COUNCIL Advanced Safety Engineering Under Auspices of the American Society of Safety Engi neers--Engineering Section, National Safety Council WEDNESDAY AFTERNOON SESSION October 5, 1932 The Advanced Safety Engineering Session, under auspices of the American Society of Safely Engineers--Engineering Section, National Safety Council, con vened tn the Wardm&n Park Hotel with Dr. M. G. Lloyd, United States Bureau of Standards, Washington, D. C, presiding. Dr. Lloyd welcomed the delegates and immediately introduced the first speaker. Capitalizing on Our Failures By A. & REOULA Industrial Relations Counselor*, Inc,. New York City To capitalize on our failures, said the speaker, requires that we analyze available records. The facts show that while the industrial accident`trend has beat down ward and entire sections of industry and many companies, both large and small, have experienced material reductions in the frequency and severity of accidents nevertheless the mass has lagged, and many companies after years of safety effort have failed to attain their objectives. To what specific conditions or circiumtarvecs may these failures be attributed ? The report of the American Engineering Council on "Safety and Production'* published in 1928 states as a major recommendation that "the same executive direc tion and control be given to decreasing industrial accidents as is given to increasing productivity." At first glance this recommendation seems no more than reiteration of a principle emphasized since the earliest days of the safety movement. Nevertheless thU recommendation is a vital one today. In many companies executives have been interested in accident prevention to some extent but safety has not been recognized by them as a major executive objective. In other words, the safety movement up to the present time has in general been essentially a second rank movement, and to make real progress safety In industry must become a matter of first hand executive 23 24 Twenty-first Congress--National Safety Council importance. Perhaps our safety programs have had the knowledge and approval of executives but have tacked the dynamic force and power of executive direction and influence. The proper position of the safety engineer in the plant organization is also im portant, He is an advisory agent or technical consultant to operating beads of all ranks. Any attempt on his part to assume authority in matters concerning the safety of the working force is certain to cause constant friction with foremen, superintendents ami others of the operating personnel who are in direct control of men, equipment and working conditions. Substantial progress will come only when the safety engineer can get others to avail themselves of his technical knowledge and experience as an assistant in developing the plan or program of procedure. The actual administration of the plan he will leave to them, as well as the credit for acconiplirioncnt. The success of the safety program also depend* on inter departmental rciatmnshlp*, the employment department, the medical department, the employees training department, and many others having most important func tions which must harmonize properly with safety Ideals. It is elemental to say that safety organization in the plant is fundamental. Yet everyone of us can point offhand to organizations that are simply "going through the motions*" ami arc mere "paper organizations.*" Safety committees may stimu late interest, create a better understanding of the fundamentals of safety work, of major accident causes and remedies, of physical hazards, and of the mutuality of interests of employer and employee. But they v^ill not run themselves. We safety engineers fail as advisors and consultants unless we plan and direct their effort and discussion into constructive channels, check up on the disposition of their recommendations, guide their inspections to reveal inherent acckirot Iwizard*, and focus attention on the constructive part tltey play m the whole program of safety effort. One outstanding fact revealed by live National Safety Council statistics of 1929 1931 is that the severity rate has not yielded to accident prevention efforts as fully as lias frequency. We are reminded that Dr. Lucian W. Quutey owe stated his convictinn of an over-emphasis on the evangelistic type of safety propaganda and expounded the principle of "engineering revision.** His report covering an inves tigation of the iron and steel industry showed that while but 7 per cent of all cases studied were amenable to engineering revision, 57 per rent of deaths and major mutilation* could probably have been prevented by proper engineering meas ures. Hi* conchwtotts were: 1. The general frequency rate Is an index 01 the prevalence and fluctuation of minor injury. 2. The general severity rate is an index of conditions in regard to death and major injury. The reduction of this type of injury depends in very large measure upon the procedures included in the expression "engineering revision" When the severity rate rises there should be immediately a very searching inquiry for possible imperfectfen in the engineering program. It is almost certain to he discovered tint some unobserved lacks on the. engineering side are responsible for the rising rate. Nothing can add to tlx: force and logic of Dr. Chaney's analysts, which is as true tn retain*) to our problems today as it ever was. I am convinced--and find sutwori in the statistical facts respecting severity rates--that we have failed to adapt engineering principles to many of our accident problems or to utilize to the fullest extent the services of our engineering department in their solution. Do oat confuse safeguarding and engineering revision. Although engineering principles must Ik: used Hi constructing safeguards, the broad application of engineering in accident prevention opens up a much larger field of activity than does safeguarding. Tile National Safety Council has recently completed an important investigation as to the extent to which manufacturers are building adequately safeguarded ma- Adwmccd Safety Engineering 25 chines. Why. queried the investigator, ts the average plant today using machine* that were built with an apparent disregard for safety factors? Are not safer machine* now produced? And where Hcs the fault if so little seems to have been accomplished through engineering revision to build thoroughly safe machine*? Tin: investigation indicates that while many types of machines are bring built which are excellent examples or engineering revision to secure maximum safety for tlx* operator, tlwre are machine manufacturers wlx? have not yet been interested in safety and who continue from year to year to produce efficient machines wUi little thought a* to the hazard* connected with then;. This immediately raise* the ques tion a* to who, primarily, is at fault for such indifference? One large machinery manufacturer >ays: **Ir may sound grange to you, but tit uur exi ctiruoj iu stllietK mill equipment, we do not recall that any of our customer* have ever requested or specified the safeguards that should be used." Here may be the answer to this problem. Admitting that lack of interest and, in fact, indifference to the jntoMciti by machine manufacturers are often encountered, yet the failure of safety engineers to assume a more aggressive and determined attitude is largely responsible for the present situation. Adequate statistics are *0 important in accident investigations that it should seem unnecessary to mention them. Unfortunately, however, many of us do little mure than keep accident records, the value of which as a guide to accident prevention effect may be seriously questioned The following weaknesses may be mentioned: (1) failure to make proper investigation of accidents and to arrive at logical and comprehensive conclusions; (2) confining such investigations as are made to the more serious or lost-time injuries with an almost total disregard of the lessons to he learned from minor injuries: (3) failure to differentiate between cause and effect, between accident and injury; (4) apparent nnwillingness to make a real study of problems through statistical analyses. We must appreciate Inal lltcre is a leason to be learned from every accident within our plants, which will assist in helping us to avoid similar ones in the future. The statistical data for a number of industries or industrial groups show a record of consistent progress in accident reductions which is of real significance. For ex ample, the cement manufacturing industry, taking reports covering between 100 and 136 establishments, shows a continuous yearly decline in frcquenc> rates between 1927-1931, the net reduction for the total period firing 6Q per cent. The downward trend in railroad accidents, begun in 1923, has since keen consistently maintained. The petroleum industry, for four successive years, 1927-1930, reduced the frequency rate by 42 per cent as compared with the reduction of 30 per cent in all industries. A remarkable record has been made by the iron and steel industry for the period 1907-1930, the frequency rate being reduced by TJ per cent and the severity rate b> 65 per cent. Ts there not in these experiences a suggestion of the opportunities some of us may have passed by in our own trade associations ? Through trade associations, in cooperation with the National Safety Council, powerful influence* may be put to work in bringing about a reduction in industrial accidents--the dy namic and dominant influence and leadership of the outstanding men and progres sive companies within the industry. Do not overlook also the problem of safety outside the plant The experience of the Western Electric Co., Chicago, is illuminating. In that institution lost-lime accidents occurred to the work people outside of working hours in the proportion of four to one. During 1930 there was one death from accidental injury in the plant; but thirteen accidental deaths occurred to these work people outside the plant. Here lies an opportunity for service which is in the nature of a challenge. There are two ways tn which industry can serve in this broader field. First, by extending or broadening the scope of the plant safety program to include safety in the home, on the highways, and in other public places. Second, by cooperation with local Councils, Chambers nf Comnterce, trade associations and clubs in com- 26 Twenty-first Congress--National Safety Council mutiHy safety. Let us make it our business to get things booming and enlist the services and active participation of all local agencies in arousing a public conscious ness in making our communities safer places in which to live. One of the problems constantly confronting the National Safety Council is to get members to utilize the wide variety of services available to them. A1*, com pany executives and operating heads arc not fully informed of the range of activity and influence exerted by tlte Council in the fields outside industrial safety. They are aware of the so-catled "automatic'* services of safety posters, the National Safety News, and the Annual Congress Transactions, but fail to appreciate the nature of the Council's leadership and influence in home, scliool, street and public safety. This superficial interest of Council members is, in my opinion, one of the most unfortunate failures* with which we may be charged. We are not serving the beat interest* of our companies or of the Council and, tljereforc. of the safety move ment, unless we make it our business to know more and to utilize in every possible way the services of the National Safety Council. The Safe Design, Construction and Operation of Fired Pressure Vessels By DAN L. ROYER Chief Eng., The Ocean Accident & Guarantee Corp., Ltd., New York City The speaker said in part: A great step forward in the elimination of unsafe design ki pressure vessels followed the completion of the A. S. M. E. boiler code in 1914 This code has been adopted by practically all the states and cities having boiler legislation in the United States and is recognized as the Stamford oC con struction in many foreign countries. For many years the design and construction oi a boiler were contingent upon competitive conditions, with tl*e result tint factors of safety were a matter of convenience and workmanship might be anything- Frequent and serious futures mftffe ,*t evident that many things were wrong, not only with early designs but also with the methods of fabrication. Modern boiler waking Practice has now been definitely changed and has the aspect of any precision machine lob. The use of fusion welding also for many years presented a difficult problem in the construction and repair of fired pressure vessels. This was because fusion welding provide* a relatively easy method of joining plates and restoring deteri orated parts. Inexperienced and incompetent persons attempted to use this valuable method of wdding without considering its KrmtAtfon*, with results that in many cases were disastrous. Through the untiring efforts of the A- S. M. JE. Boiler Code Committee cooperating with various organizations interested in welding, it is now possible to build approved and superior boilers by using welding to join the plates. . It would not be correct to dismiss the matter of fired pressure vessel design and construction by stating that all has been provided for by the A. S* M. E. Boiler Code. Points in this broad subject sometimes are in controversy and some basic principles are questioned from time to time. The Boiler Code Committee is aware that the Boiler Code must progress with the industry and for this purpose meets regularly to consider items upon which the code is not clear, new designs that apparently are not covered by the code, and all other related matters. It may he said that the require ments of the A. S. M. E Boiler Code should be the minimum in the construction of fired pressure vessels. ,_,, Each of the great number of boiler and heater designs is intended for a definite service. If this is wot understood it is possible to install a boiler or heater on a job for which it never was intended by the designer. For example, the low pressure steel Advanced Safety Engineering 27 boiler designed for not more than 15 pounds per square inch should not be applied to an installation requiring 100 pounds per square inch. The misapplication of the low pressure east cron boiler is also quite common. In many industries it is neces sary 1 produce steam at low pressures for process work. Cast iron sectional boilers are easily installed but are not fitted for service that require the steam they generate to be withdrawn from the system and doc returned ta the form of condensation. It is practically impossible to remove the deposits of scale and mud that collect on the heating surfaces of cast Iron boilers that are fed raw water. Furthermore, industrial installations anally call for higher rates in steaming dan straight beating installa tions. The restth* of this misapplication of cast iron boilers are, unnecessary high fuel hills, bemuse of fouled heating surfaces, and frequent repair bills on account of overheating and the tailtare of the sections. A third and very serious misapplication occur* with east iron hot water supply heaters. Many of these vessels are connected directly to the city mams or house service lines. The city or service pressure may be for in excess of that for which the heater is designed and failures are frequent for this reason. It is possible to use a law pressure hot water supply heater to safely and effectively heat water at prac tically any pressure by using the heater as a low* pressure steam boiler, discharging the steam that It generates into a beat transfer coil located In the hot water storage tank. The pressure m the beatuiff coil need not exceed 15 pounds per square ack. The pressure in the hot water supply system may be full bouse or city pressure with perfect safety, because the low pressure boiler is not subject to the system pressure. Such a hot water heating installation will operate indefinitely without a loss of efficiency because condensation returns from the heating coil to the boiler. Safe Men Are Most Important The most important factor in the safe operation of fired pressure vessels is safe mefli because equipment that Is properly designed and applied, that has received every consideration for safe and economical operation, will rapidly become unsafe if placed in the hands of unintelligent, careless, unsafe men. All men are not competent to safely operate fired pressure vessels, and some are so constimicd that they cannot be made competent regardless of the amount of training given them. When employing men for jobs as firemen, water tenders, or operating engineers, in addition to com plying with any local licensing requirements, the following points should be given consideration: (l) the applicant's previous experience and service records when in charge of similar equipment. In considering service records definite attention should be given to the applicant's responsibility for equipment that has faffed ra service. (2) Education and technical knowledge*--do not overlook home study--ability to learn and practical experience. (3) Ambition to rise in the power plant operating pro* Cession. (4) Abilhy to coolly, effectively and courageously meet emergencies that may involve personal safety. (5) Attitude toward executive control, and if to be employed In a supervising capacity, ability to lead men and give instructions. Safety and economy in die operation of fired pressure vessels are practically analogous. Both safety and economy can be obtained when the plant is well designed and intelligently operated. But the operating procedure should not be left to the haphazard judgment of several individual*. Methods of operation should be given the careful consideration of the operating chief engineer or the consulting engineer and then should be reduced to a written code. A copy of such code should be in the hands of every fireman, water tender and operating engineer, and each be required to understand It thoroughly. Such an operating code in a small installation might be only 2> or 30 brief paragraphs, but in a large power house it might be divided into codes for firemen, water tenders and operating engineers, etc. At one time, fatigue of metal, corrosion both external ami internal, and incrustations were the causes of many serious failures and explosions. Correction of design through the influence of the A. S. M. E. Boiler Code eliminated fatigue of metal 28 Twenty-first Congress--National Safely Council that manifest* itself in the term of lap joint crack*, grooving at flanges and the failure of drum head*. The general use of high prewwiG brought to fired pressure vessel, particularly boiler? and oil stills, an entirely srt f diseases. The exact causes, and hi some ease* the correction of these dftficulues, are considered by some to l>e obscure. . Without entering into a discussion ot the various causes of boiler cracking, com monly known as caustic embrittlement or inter-crystalline corrosion, the following points are definitely agreed upon by roam authentic*: (1) Cracks develop in the riveted areas. It apjiears that this condition invariably follows the use of feed waters containing high percentages of sodium bicarbonate without an appreciable amount of sodium sulphate. The condition also has developed with boilers fed with water containing condensate from leaky caustic evaporator* and boilers fed with distilled sea water treated with chemicals that produce high concentrations of sodium rikahnHy. These cracks are nearly always found below the water line and p* colarly where metal has taeti atmsed m fabrication. Failure may announce itself 1 leakage at seams or by a sudden explosion. (2) T guard against this boiler . ease, the teed water used should be controlled by the chemist who is competent and familiar with the treatment of the water. It Is also important that the carbonate-sulphate ratio recommended by the A. S. 3d. E. Boiler Cock Committee be malnuincd. (3) Any leakage in riveted scams sfumJc) be thoroughly investigated by an inspector ex perienced and competent to detect evidences of embrittlement. When it s necessary to use water containing1 magnesium or calcium chloride, nitrate* or sulphates or combination* of sodium chloride or magnesium sulphate or where the water contains mineral acids* careful inspection must be made frequent intervals to determine the extern of the scale deposits and die presence of corrosion under the scale. Treatment of such feed water should be in the hands ot a trained chemist. Very severe internal pitting affecting both lobes and stalls or drums can result from oxygen or oxygen and carton dioxide in the feed water. To avoid internal corroskm from this eau.se, all connections and glands should be kept tight atwl objrctfonai gases should be eliminated through a vented open heater or some form of dc-jteraior. Scale Removers Are Dangerous h i* not only foolhardy ht definitely dancerous to use scale removers and fsd water treatments without an exact knowledge of their chemical analyses and tbrir action GO the particular water to which they are applied. Feed waters vary through ch a wide range that their use may result i heavy deposits of scale or internal corrosion with no scale whatever. To treat a scale-forming boiler water with the same chcfmcal used to correct a corrosive water is analogous to treating dyspepsia with toothache medicine. Every intelligent power house man should be alive to the rapid and frequently serious corrosion resulting from moisture combined with deposits of soot and ashes. To* prevent external corrosion, keep all heating surfaces clean and free from moisture. This require* no! only an absolute freedom from leaks in the boiler, its appurtenances and steam piping, but also the roof above it. Boilers fed with individual stacks require special consideration to prevent rain and snow water from entering their last passes. Bmiw surfaces should also he kept dry and free of deposits of soot and ashes, particularly when idle. Regular periodical inspections bv trained, experienced engineers is absolutely essen tial to the safe and efficient operation of fired pressure vessels. Special inspections in addition to regular routine inspections should be made of the following condition*: (1) the Invcsiigatiou ami elimination of leaks. f2) The examination of defect* to determine the repairs required and after repair* are completed to determine whether they Have been successfully carried out. (3) When considering the purchase of sec ond-hand equipment, to prevent the acquisition of defective or suh-standard equipment. Advanced Safely Engineering 29 t * y yDust--An Engineering Problem By LEONARD GREENBURG Yak University. New Haven, Conn. The speaker in part: From the broadest viewpoint the dost produced in indus try may be regarded a* all 'of the particulate matter actually used as a part of indus trial processes. It may be helpful to classify this material from the health viewpoint as follow*: (1) Those dust* of a toxic nature or possessed of toxic properties. (2) Those dusts which are chiefly irritants of the upper respiratory tract. (3) Those dust* which, when respired, produce changes in the lung tissue, that is, pulmonary pathology which may or may not be associated with tuberculous. Powdered lead and arsenic salts and compounds may be cited as examples of the first group; wood dual and certain organic fibre* are representative example* of upper respiratory tract irritants; and silica and granite dust may be cited a* among the important members of the third group of dusts. The toxic dust group is composed of those materials which, when taken into the body, produce pharmacological changes of varying degree dependent on tta quantity absorbed. The degree of damage done to the organism depend* a* a rule on the quan tity of the substance taken up by the body, its relative degree of toxicity and the susceptibility of the host. The route of absorption of toxic dusts is of fundamental importance. Ten years of research work io thb field have led to the conclusion that in general the respiratory tract is the chief absorbing organ for most of the particu late poison*. Absorption through the respiratory tract, in the case of lead dust for example, is at least ten times more rapid Ilian that by way of the intestinal canal. Moreover, a toxic dust deposited in tta lungs is removed practically entirely by way of solution m body Rudds, whereas, dust taken into the intestinal canal may, in a large part, at least, be excreted (Erectly. It becomes obvious from these facts, that the prcveuikm of poisoning in Industries where such toxic dusts are generated, consists in the prevention of atmospheric pollution, which in turn resolve* itself into prevention ot dust formation or of dttrt dissemination or the simultaneous prevention of both formation and disaenihutfon. In fact, no matter what type of hazardous dust is concerned the objectives of Ox hygienist are the same and the efforts of the engineer are directed along: more or less similar lines. The health problems brought about by the third group of dusts, the pulmonary irritants, are commanding the largest stare of the industrial hygienist's attention at the present time. As a result of the industrial dust studies which have been conducted during the lost twenty years there has emerged a small, but exceedingly valuable body of fundamental data whkh serves to guide the hygienist in his evaluation of the problem In a given factory or process. Briefly, wc know Uiat the industrial health hazard resulting from the inhalation of dust depends on four factors: (1) The chemical and minerlogical nature of the dust. (2) The size of the particles. (3) The quantity of dust breathed, (a) the concentration of the dust and (b) the duration of exposure. Wc are indebted to the British investigator* Gye. Kettle, Cummings and Collis for emphasising the importance of the mineralogical nature of dust from the health view point, and now as a result of the studies in the United States, Sooth Africa and Australia it is generally held that the health hazards associated with the respiration of a given type of dust, all other tilings being equal, is to a certain extent correlated with its quartz content. It Is not to be inferred from anything said by the speaker that dost counts and quartz content bear a mathematically interchangeable position. For example, without actual proof it should not be said that a dust concentration of 10,000,000 particles of 20 per cent quartz is equivalent in hazardousness to 5,000,000 30 Twenty-first Congress--National Safety Council particles of 40 per cent quartz content. What we do know is that if we compare a series of dusty trades m which the concentration of dust is known, the more hazardous have a higher quartz content and the less hazardous present a lower quartz content. Asbes-tos appears to he a striking exception to this rule. Here we have a dust often containing very small percentages of qiuutz and yet it is responsible for definite cases of pulmonary fibrosis teriwmaimg fatally. So far as the size of the dust particles is concerned it is generally held that dust over ten microns In size is seldom produced in industry and is seldom found in the lung tissues. Again asbestos is a striking exception to this rule. The lower limit of the partklc size of dust which is significant is a much more difficult matter to evaluate. The point in which we are interested as public health workers is the differ entiation In dust content between the ordinary normal atmosphere and the air of dusty factory workrooms such as we know (from statistical studies) to be dangerous to health. . In a single dusty trade such, for example, as granite cutting, it has been found possible to compare the mortality of workers exposed to different concentrations of the same dust. Such comparisons dearly show that there exists a direct relationship between the dust concentration breathed and the duration of trade life. The industrial hygienist is chiefly concerned with the study of health hazards in industry and their control, and in this work the engineer and eranrinccring techniques play a major rote. In 1921 Dr. Winslow and the speaker published a lengthy con tribution dealing with the problem of industrial -dust in the "Journal of Industrial Hygiene.'* In this paper we said: "There are, m general, four different methods of protecting" the worker against the influences of industrial dusts, which may be classified follows: The substttutica of wet processes for dry processes; the conduct of dust produentg operations ki en closed chambers; the removal of dust by hoods equipped with exhaust draft; and the use of respirators and helmets.** Today, nearly 12 years later, the problem has undergone no fundamental change. Indeed there has been an accumulation of data which serves to add to the validity of the statements made in our earlier work. The problem of a mitigation of the dust hazard, be it toxic or irritant dust, may be recapitulated as follows: (1) Substitution of non-hazardous substances so that any dust which may be formed Is of a relatively non-hazardous character. (2) Sup pression of dust by tisc me of techniques winch prevent dust formation. (3) Preven tion of dust dissemination, by (a) enclosures and exhausts, (b) dust removal at point of origin. (4) Provision of separate sources of air supply for the worker in dmty atmospheres. In the whole field of industrial hygiene the substitution of non-hazardous substances for those of a hazardous character stands preeminent as the solution of the problem at hand. It must be obvious, even to those who have Jiad little or no actual intimate contact with such problems, that where a dangerous gas, liquid, or solid can be re placed by a non-hazardous substance the most satisfactory possible solution of the problem Is achieved. Indeed, if the substitute is not completely harmless but rela tively less so, it is a desirable 'substitute provided, of course, it i* feasible from the vkw-point of the industrial process at hand In 1920, Dr. Winslow and the speaker advocated the substitution c dry grinding with synthetic (carborundum) grinding wheels for the process of wet grindinR on natural sandstone wheels as tjic solution of the dust hazard In an axe factory in the State of Connecticut. The substitution of synthetic abrasives of low quartz con tent in place of sand would be of material aid in the solution of the problem of the health hazard in certain sandblasting processes. The chief methods available for the prevention of dust formation consist in wetting the material with water as in the white lead industry and in the mining industry as conducted in South Africa. In the white lead industry the lead grids or buckles are placed in the grinder and water is added during the complete tumbling and grinding Advanced Safety Engineering 31 process, A final step in the process consists in the introduction of oil which forces the water out of the mixture and results in the desired end product. In the South African gold mines, silicosis is a very important health hazard, and for many years the South African research workers have been studying this problem and attempting to mitigate its health hazards. Water has been used extensively and, while it has not by any means resulted in a complete solution oF the problem, it has been of Immense aid in lowering the content of atroosplieric dust. Still anotlicr example of the suppression of dust is the use of a foaming compound made in Germany. The method consists c*f supplying the drill holes with a foaming mixture which serves to convert the drillings m*o a mud. thus preventing the con tamination of the atmosphere. The mod does not interfere with the efficiency of drilling but collects on the outside of the drill boles. On drying, this mud is con verted Into a hard cement-like substance and docs not release dust into the air. While it is not possible to completely enclose certain dusty processes, it Is often possible to enclose them to a very large degree. Such enclosures, when kept under negative air pressure so as to maintain leakage Inward and prevent outward leakage, often serve to reduce greatly the dust hazard. The hygienic sandblast cabinet is & form of enclosed device and the results of studies made with such equipment disclose the fact -that atmospheric pollution is kept at a comparatively very low level by this type of equipment. Naturally, when the hygienic cabinet or tumbling barrel Is being loaded with work, there is real opportunity for atmospheric pollution, but this again is a matter of careful engineering design and care in maintenance and use of the equipment. When It is Impossible to suppress the formation of dust and when it is also impos sible to enclose the process and keep the dust from seeping into the breathing zone of tine worker there stilt remains one highly satisfactory method which the engineers may use for the removal of dust. This consists in the provision of local exhaust hoods provided with suction ventilation. In a study of this problem made by the .speaker in 1919 and published in the Public Health Reports, it was demonstrated that the minimum velocity at the throat of such exhaust hoods should be 1500 feet per nunuie. It was evident from these studies that the design of the hood was of vital Importance in achieving the desired end. It should be so constructed as to enclose the grinding wheel in so far as possible, the dust should be removed as nearly as possible from tiic point of origin on the wheel, and the braixrh pipe should be so located as to catch the dust and thus make use of the velocity with which it is delivered in the hood to aid in. its removal by the exhaust air stream. Another example of localized dust removed at the point of production is the Kelly dust trap. This apparatus is used for the removal of the dust- m rock drilling and consists of a split metal can placed over tlie drill holes. To this hood a connected qnc end of a flexible hose, t! otlwr terminating in tlie suction apparatus, A hole pierces the top of tlie hood for the passage of the drill rod. In practice, the flood serves to confine the dust produced by the drilling operation, the dust thus bem^ carried off by the suction current to an sir-elcatting device. The air is then dis charged relatively dust free into the general atmosphere. The method of dust control by removal from points of production by means of enclosures provided with suction, ventilation is probably the most common type found in industry. When the enclosure and ventilation system are properly designed and maintained the method yields excellent operating results. The design and construc tion of such systems demand the serious consideration of the trained engineer ami this field possesses exceptional opportunities for the well-trained engineer. When it is impossible to limit or remove the dust produced by industrial processes and the worker it forced to labor In a dmty atmosphere, it becomes necessary to resort to personal protection, namely, the use of respirators or positive air pressure helmets Many types of respirators are In every day use. They operate on the filtration principle, the filtering medium used commonly being sheets of filter paper. 32 Twenty-first Congress--National Safety Council sponge or layers of cotton flannel. The filtering efficiency of paper and cottonJlannel is high, bat in spite of this the use of the ordinary respirator is attended with much risk since the contact of the device with the face of the worker is a poor one and usually dusty air leaks hi around the edge ox the mask. The positive pressure helmet, on the other hand, completely surrounds tlw: head of the worker and this makes it possible to provide him with a supply of clean outdoor air by means of the tube connected with the helmet. The positive pressure helmet is often cumbersome to use and is frequently .objected to on the Ground that the movements of the worker are limited by the length and weight of^ the hose w-htcli serves to convey the worker's nr supply- In sphe of these objections, which are often real and HBportast, the positive pressure beSaaet serve* a very useJul function m the protection of the worker who is forced to enter the dusty atmosphere. Recent studies on the efBckacy of positive pressure masks and helmets made m ccctjunctwri with the abrasive research indicate tlrot with a fresh asr supply of sue cuImc feet per min-me the worker Is well protected against the wnhalatioo of injurious dusts. ADJOURNMENT y- n-'T.^ . - v-^Uc. TWENTY-FIRST .ANNUALSAFETYCONGRESS NATION.-i 1. SAFETY COUNCIL General Round Table MONDAY AFTERNOON SESSION October 3, 1932 The General Round Table Session convened in the Wardman Park Hotel with Frank E. Morris. Assistant Chief Engineer. Liberty Mutual Insurance Co., B^tou, Mass., presiding. Chairman 'Morris immediately introduced the first speaker. v ' . An Effective and Economical Safety Program for the Small Plant By A. D. LYNCH Director of Personnel, The Ohio Brasa Co.. Mansfield, Ohio The speaker saki in part: Tlicre is a commonly accepted theory that 85 per cent nt accident prevention is a problem of education and training, of so-called safety consciousness and real interest on the part of the people; and also that the physical protection of machinery and hazards is only about 15 per cent effective in accident prevention. If we assume the general acceptance of this theory, then we have still the task of explaining bow a certain part of industrial management can so believe and still fail to act, for we stitl have many thousands of industrial plants without or ganized safety programs. Statistics covering performance in any individual plant may be misleading if one <loes not know all the surrouodhig conditions and circumstances. Nevertheless I want to give the experience of our plant over the past six years because this ex perience constitutes a very definite proof of the value of safety training. Our plant is today almost identically ibe same as it was in 3926; it is the same in machinery and equipment and makes the same line of products. Factory officials and major executives are the same, with exactly ti>e same foremen ou the job; and the employed force of worker*, although reduced somewhat, is composed almost 100 per cent of men who were employed in 1926. Improvement in accident experience therefore roust be credited entirely to training, as plant housekeeping and physical safeguarding fuve always been on a high piano. The following table shows our accident experience from 1926 to date. Year Type of Safety Work Carried on Loat-Tima Accidents 1926 1927 1928 No safety traimug carried on Safety training for foremen Safety training for everybody 279 156 20 33 34 Twenty-first Congress--National Safety Council 1929 1930 1931 1932 Safety training for everybody Safety training for everybody Safety training for everybody Safety training for everybody 10 4 2 1 The necessary requirements for safe operation in any plant, large or small, arc first, a definite acceptance on die part of management of its responsibility for safe operations and definite plans for meeting this responsibility; second, an organization or working plan that will effectively delegate this responsibility to those in best position to meet its requirements and that will maintain continuous interest, giving proper credit to atl those contributing to safe operation. The benefits to be derived from an unproved accident experience in any plant are so many and so definite that it is difficult to understand why such training is riot universal. A few of these benefits are, reductions in insurance premiums or payments to Industrial commissions, improved morale of the working force, increased and less frequently interrupted production, reduced cost of repair and replacement of machinery and equipment, and the satisfaction and relief to management and worker alike in less pain and suffering and fewer cases of temporary or permanent loss of earning capacity on the port of the people. All these would seem to make a program so desirable that none could afford to be without it. Tlie necessary requirements for proper safety instruction and proper safety per* formance in any business or industry are: _ 1. A real and continuous interest in safety and safety training on the part of shop management. 2. Delegation of authority and responsibility by management to someone for car rying on safety training. 3. Organization for safety training of a type and character that will maintain and perpetuate both the actual training and the employe* interest. In industry the departmenul foreman is the keyiwon to cafe operation ansi to continuity of safety training and interest. This being true, delegation of authority and responsibility for safety training should be to foremen, and organisation tor safety training should include foremen in sue)', a set-up as to guarantee,, tf possible, their continued interest. Perhaps I can more easily illustrate my bask idea by presenting a brief description of the organization set-up originally made in our plant five years ago, and recom mend variations in procedure for larger or smaller plants as we go along. Our plant at that time and under normal conditions employed between 900 and 1^300 factory workers in thirty departmental divisions. We divided the plant into three groups by deportments, this plan being adopted to secure units not too large to work with successfully and also to promote a safety coolest within the plant. A departmental foreman was selected as safety supervisor for each group of depart ments. It was explained to tliese foremen, as well as to all other foremen and workers, tiiot these foremen supervisors would serve m this capacity for one year, when three other foremen would be selected. This rotation of responsibility among the foremen group does two things very definitely: (a) Every foreman m the plant knows that he may be delegated at the beginning of any year as a safety supervisor over a group of departments. When he has such a task he will want co-operation, and if lie has any sense of fairness be will give co-operation to those now in position, (b) It constantly encourages every foreman to study and practice safety, and furnishes a wonderful incentive to each new foreman entering on his year of group responsibility to equal or better records previously made by that group. Employee interest is also necessary and must be maintained. The organization plan calls for the formation of safety committees in each department consisting of 10 per cent of the workers; membership on these cororautecs is routed each year just as in the case of the foreman who acts as a supervisor. General Round Table 35 The three foremen supervisors with a member of tlte personnel department as general chairman constitute the general safety committee. This committee meets weekly to review all accidents, to consider and act on suggestions, and to plan program for their work. The workers' committee from any group constitute the group safety committees and Use combined workers' committee for the three groups make up the plant safety committee. Tina committee meets monthly to hear reports from the supervisors and to listen to safety talks or instructions from other members of the organization. Periodical group meetings of workers in the various departments are also called to commend working efforts and results, to promulgate new ideas, rules and instruc tions. We believe that most of the enforcement of safe practices should be a part of the supervisory duty of the foreman in each department, and that as few as possible general safety rules (do's and den'ts) should be issued by the general safety com mittee. No rule should ever be made that does not lend itself at all times to fair and positive judgment in enforcement, and non-observance of such a rule should never be tolerated. Discipline and enforcement must be absolute. Foremen to whom responsi bility fqr safety has been delegated must have authority even to discharge in its enforcement. A proper chcck-up and follow-up of minor accidents is important. The only dif ference between a minor and a major accident is cite of degree. The same carelessness that today results in a mince injury may tomorrow result in a major one. Minor injuries must report for proper first-aid, first to assure that`they remain minor, and setttod to furmsh opportunity for a check-up. Failure to report, a minor injury is positive discharge. The general safety committee at their weekly meetings receive from the dispensary, or first-aid station, the list of minor accidents for the week. Each foreman super visor takes those felling within his group of departments, goes to the department, gets the foremen, goes to tfut bench or machine where the injury occurred, and holds a court of inquiry. If anything was wrong with machinery, equipment oc materials, it is corrected; if the worker was responsible (as is usually (lie case) he is cautioned, and every worker n the department witnesses the demonstration of continued interest in safety. I am convinced that any plant not now having organized safety work can reduce its accidents by 80 per cent before the end of another year without an additional dollar of expense for personnel, if h will only determine to do so. I say this very positively after baring seen similar programs started tn many plants and haring assisted ra their orgamzalloo. For plant* that ore smaller there may be iw> opportunity for two or mo*e group* and a contest; it nay be a ease of one foreman bring continuously responsible for safety. For larger plants, even plants having a trained safety engineer In charge of safety training, such an organization plan, such a delegation of responsibility arid authority, will aid in securing and keeping die support he must have from the keyman to safe operation--the foreman. It Is not the problem of injuries In industrial plants and business alone tliat depends for solution on safety training in industry and business; such training is the only solution to all other types of accidents, laws, ordsnances, traffic regulations, school and home* training. The place of employment, however, is the only place where people can be reached regularly and continuously. and where the pressure of discipline and enforcement can be brought to those who will not respond otherwise. We cannot go on with IOQjOQO accidental deaths and almost 143004300 injuries each year. Industry and business must accept this responsibility. Discussion: Asked it prizes or other awards were given to foremen or other group leaders tor achieving good safety records, Mr. Lynch replied In the negative. 36 Twenty-first Congress--National Safety Council Formerly foremen were sent to the Annan) Safety Congress as a reward, but this has been discontinued. Why Do Some Employees Have More Accidents Than Others? By W. GRAHAM COBS Director. Safety Service, Policyholder* Service Bureau, MetropoStan life Ins. Co,, New York City The speaker sakl in part; The primary reason why some employees have more accidents than others is that employees--in fact, individuals generally--differ widely in many respects. For the same reason, some persons become truck drivers while others rise to the position of railroad presidents, some spend their lives digging ore while others become captains of industry. Not only do appearances differ but per* bape, to a greater extent, do the actions of the individuals differ. Within the post few years we have reached the threshold of a new phase of Indus trial safety work. It consists of an analysis and study of an individual to determine the habits, characteristics or other factors oi his personal make-up which make Iron more susceptible to accidents than his fellow -workers. In developing this third phase of safety work, studies have been undertaken and in many instances corrective methods have been found and applied with astonishingly good results. The fact chat some employees do have more accidents than others and that a smaller percentage of employees usually are responsible for a larger percentage of accidents is borne out by the results of several studies. In an accident prone survey of a street railway property, it was found that one tiiird of the employees were responsible for twothirds of the accidents. In an analysis c the records of a group of taxicab com* panics it was found that onc-teuth of the employees sustained 32 per cent of the accidents, one-fifth of the employees had 50 per cent of the accidents, and one-third Had 69 per cent of the accwfenU. In this same group 25 per cent of the employees had no accidents. Fifty-five per cent of the drivers of a large New York department store were found to be responsible for 74 per cent of the accidents. These figures Indicate that effective reductions in accidents may be obtained by concentrating the safety work of the organization upon a relatively snail number of employees, and that In many instances personal studies of the most flagrant cases may well be justified. The fundamental causes ct accident prtmeness may he classified under three major headings: (a) poor physical condition, (b) Improper amt insufficient training and in struction (c) wrong altitude. It is obvious that individuals with outstanding physical disabilities, such as partial blindness, or a lack of an arm or leg, arc more liable to an accident than an individual with a sound body. Many examples, however, have been found wivere individuals whh such disabilities have by special training and carefulness become especially safe drivers or safe workers. It is not generally obvious that minor physical disabilities, which in no way interfere with manual operation, frequently cause worry and affect an operator's ability to concentrate his attention upon hU work- In many instances the effect of an individual's physical condition upon his driving ability is not known to tlvc individual himself and a careful study of hts past experience and a review of lus methods of driving a car are necessary m order that he may be convinced of the need of correction. Improper instruction frequently is the cause of an individual's susceptibility to accidents. The fact that an individual ha? had a number of years of experience in a given profession is no proof of the fact that he is qualified to undertake his work in a safe manner. If his initial instructions were faulty, he has developed perhaps General Round Table 37 through years of experience bad habits which frequently make him marc of a hazard than in hts early days of employment- Not only do bad working habits tend to make a man accident prone bat also the lack of knowledge concerning the right way to do certain pieces of work under emergency conditions, tend* lo place the ro/iivhSal in the accident prone group. An employee's attitude frequently has greater effect upon hk ability to work with out accidents than hrs physical condition or the degree of training anti instruction which a man has received. An employee who has the wrong attitude toward society generally, toward his employer, toward his foremen or toward the type of work He re to do is an individual who cannot give his full attention to hjs duties and becomes susceptible to accidents. The discouraged ami disgruntled employee not only is a hazard in the plant where he works but usually is the outstanding cause of kmer production efficiency. Frequently^ an individual's attitude is brought about hy per sonal worries resulting from financial or family trouble?. In some Instances Ins attitude results from inability to concentrate on his work without ghmg attention to outside interests and personal pleasures. Skcc the early day of industrial safety work, some organizations liave given atten firm to .the so-called "accident repeater." In m*uy instances when an employee was found to have a number of accidents in a year he wai warned and then if hi* had record continued he was discharged. During recent accident prone studies, it has been found that in practically every case one or several reasons for accident proneness could be determined and corrective steps could be taken to remove tlx? cause.. For example, in a study of fl street railway properly, of fifty men whose records were analyzed and their cases studied, 47 showed a definite improvement within the first six months. When u study indicates that the employee's MiacepribiHy to accidents is due pri marily to physical conditions, a competent medical examination will usually disclose bis actual condition and the steps essential to overcome this condition. With this In formation. it cs then usually a question for (oral consideration as to the extent of assistance the company should offer to the employee in making the corrections. When studios disclose that accident proneness is primarily the result of Improper framing or a lack of knowledge as to how to do Che job safely, the remedy Is fairly impk. In some ittstxuces the employee is assigned to an instruction class, or his foreman undertakes the necessary training, or he is assigned to work will) some experienced employee until he has corrected his unsafe habits. When the symptoms in the case indicate a wrong attitude, the enrtedthe steps are usually a little more difficult and require tact and discretion' in Isrodlrop;. by his immediate superior or in some cases by a higher official of the organization. If the attitude is based on a misunderstanding of company policy and plans, this altitude frequently con be changed by a proper explanation. If it is doe to personal condi tions. extraneous to company operation?, interest in bis caste and tn some instances actual assistance will serve to develop a safe and efficient employee from one who previously had been an accident hazard and an Inefficient employee Accident Prevention for Women Workers - By MARY ANDERSON Dvwtor. Women's Bureau, U. S. Dept, of Labor, Washington, D. C. The speaker said m part: Lack of information undoubtedly is largely responsible for the general failare to realize the importance of women's injuries, and also the erroneous belief that women's accidents are not severe. It is true that injuries to women are actually and relatively fewer than those to men; women are a smaller proportion of the total number injured than of tie total number gainfully employed. 38 -Twenty-first Congress--National Safety Council Nevertheless, in each of three states, Massachusetts, New York, and Pennsylvania, more than 5,000 accidents to women were reported in each of the years, 1927, 1928 and 1929. Contrary also to popular opinion, with the exception of the most severe injuries, those to women are not very different from those to men in severity. They are not alt minor, and their numbers are large enough to challenge safety leaders. Many accidents could be prevented by keeping young women from hazardous em ployments, especially the operating of dangerous machinery. In the records compiled from eight states in 1928 or 1929, from one-fifth to one-third of the women injured were under 21. Youth is venturesome and careless, and boys and girls are likely to be injured If employed on hazardous machines or In hazardous places. In many states the legal restrictions on such employment for minors of 16, 17 and 18 years are comparatively few, and boys and girt* of from 16 to 18 are at work oa punch presses and other machines that are known to cause many accidents, with no more restrictions than are made for the safety of workers In general. Some injuries could be prevented by careful training of every worker oa a new job; this is indicated by the personal interviews of agents of the Women** Bureau with 38S women who had been permanently disabled. Six per cent of these women had been employed in the occupation that caused their injury less than one week when the accident occurred, 14,5 per cent had been in the occupation less than one month, and 35,6 per cent had been in the occupation less than six mouths. More careful training and supervision of new employees undoubtedly could lave prevented many of these Injuries. * Another safety suggestion revealed by a study of women's injuries is the need for an extension of the safety program to clerical work, personal service, and trade. Although it appears that in most cases much of the largest percentages of accidents to women occur in manufacturing, many women are injured in trade and in the group clerical, professional and personal service. In five states from about 20 to well over 40 per cent of the women's injuries were found to have occurred in these employment*. In New York in 1930 over 54 per cent of tlie women compensated for bade injuries were in the clerical and personal service group. More consideration of safety for women employees In many plants Is needed to prevent injuries. The problems of women employees are somewhat different from men's and need therefore some separate study. Within the manufacturing group, the limited data suggest that women's Injuries are less concentrated In one or two toduslrim than are men's. The prevention of these injuries requires adequate safety programs ia all manufacturing industries, not only those that are especially hazardous, such as metals and machinery and vehicle*. You who are leaders m the safety move ment would not let an incident like the following occur m your shop: In a paper box plant one machine was guarded because it had cut off the end of a girl operator's shoe, bat four similar machines were left unguarded. There are still too many places where safety measures are inadequate, # Undoubtedly employers need to pay more attention to the general plant conditions that cause accidents to women. Falls occur m almost all employments and their results often are serious. Almost three-fourths of the women compensated for bade Injuries in New York in 1930 were injured by falls. In many places of employment, stairways, floors, and aisles, are hazardous. The Women's Bureau in certain surveys covering these conditions found that all stairways were unsatisfactory in more than one-fourth of 1500 manufacturing and mercantile establishments, and that alt the aisles were unsatisfactory in ooc-sixth of 1800 such establishments. These conditions are evidence of the need for more safety work in many plants to prevent women's injuries. Level Boors that are dean and dry. aisles that are wide and unobstructed, stairs that are well built, in good repair, lighted and unobstructed, will reduce the number of falls. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS ' NATIONAL SAFETY COUNCIL Fire Prevention WEDNESDAY AFTERNOON SESSION October 5, 1932 The Fire Frcventtutt session convened in the Warrtman Park Hotel with A. L. Armstrong, supervisor. Safety and Fire Prevention, Eastman Kodak Company, Rochester, New York, presiding. The first speaker was immediately miroduced. Modern Methods of Teaching Fire Prevention By X. 2. FRANKLIN Manager, Special Hazard Department, Automobile Insurance Co., Hartford, Conn. The speaker said in part;: The making effective of real fire prevention measure* is merely the application of good common sense, plus a little knowledge of boric principles, plus at least a slight realization of the profit to be gained by following such practices. If, therefore, we can place before the average person a certain few common hazards in such a way as to visualize those hazards, wc can hold Ns interest and probably implant in h!s mind certain fundamental* that will never leave hum. Working along this Hoe, I have arranged a series of simple experiments or demenstrationis which will, I hope, vividly illustrate certain hazards which are com monly found in industry or ra the home. We will begin wkh the so-called dust hazard, which exists in so many more places than ooe might suspect off hand. We find this to a greater or less degree in coal mines, coal grinding plants, cork mills, linoleum plants, soap works, milk powder plants, floor and feed mills, grain elevators, starch factories, metal powder plants, alunrimnR plants; threshing machines, in fact in any plant or property where fine dust of a flammable material is made or handled. Such dusts, when of the requisite fineness, and when mixed with air in the proper proportion, are as ex plosive as gas mixtures, only needing a spark or flame to ignite them and thus putJ the trigger of disaster. In demonstrating such an explosion I make use of an explosion chamber with a vent in the top covered with strong paper to give sound and relief, without rupture of tlie dumber walls. Inride is an ordinary spark plug such as is used for auto mobile igrotioo. Inside the chamber, also, and directly beneath the air vent we place a heaping teaspoon of ordinary cornstarch, the kind we use for making puddings and thickening gravies. With an air pump I produce a sufficient blast of air to raise this dust into a cloud. And by means of the electric spark an explosion is obtained. 39 40 Tivcntx-first Congress--National Safety Council Next lee us briefly consider the electrical hazard. It is not the use, hut the misuse of electricity that causes our troubles. Nearly all electrical installations nowadays conform with the National Electrical Code, so that the owner of any property starts with a good factor of safety. Usually he knows little or nothing about electricity. If he knows nothing it probably will not be so bad, because if a fuse blows out he will get in touch with the electric light people and they will take care of it as it should be taken care of. But a little knowledge is often a dangerous thing; too many of us like to tinker. When a fese blows out we think we know how to replace it with another, whether this other fuse is the right one or not. Possibly the fuse Mow** out in an apartment house where the janitor has a smattering of electrical lore, ami being indolent by nature and seeing no good m constant fuse replacements, he uses a coin or piece of mcial in place of a fuse (a sltort time ago we took 61 cents m pennies and nickels out of one fuse panel fa an apartment house in an eastern city}. We vnay demonstrate this kind of carelessness by means of a miniature house which can represent your home under tiicse circumstances. We overload the circuit, and the lights go out; a fuse has blown; the safety valve has operated. Not wanting to be bothered, we sitort circuit the fuse. Eventually one of the small electric Vires somewltcre in the maze of wires that form the circuit in our house will become overheated and the wire itself melts, breaking the circuit. This heating effect may take place in some part of the circuit that is not designed for it, and may be too close to or in contact with flammable materials, and the result is a disastrous Are. Now let us turn to another thing that is yearly taking a very considerable toll in lives and m the destruction of property. Gasoline at*d kindred liquids, particularly when used for Iiootc cleaning and for starting fires, are exceedingly dangerous. Gasoline has but one place about the home and that is in the tank of the automobile, h it a highly volatile, flammable liquid, which gives off at all ordinary temperature^ a vapor that is heavier than atr and that wlten mixed with air is extremely flammable. Once ignited, flame will be propagated through such a vapor stream to the source, even though that may be 150 or more ieef away and in the open air. Let us imitate as nearly as5we can the circumstances tkt a home where a woman is employing gasoline to clean fabrics. Here is a cup similar to the basin or receptacle used by the woman for holding ll*e gasoline while doing her home clean ing. As we pour into this cup a small quantity of gasoline it rapidly vaporizes, just as like gasoline used by ttve woman, and these vapors, bong heavier tfutn air, flow down the incline inside this glass enclosure to a considerable distance. These vapors arc Invisitac and like a stream of water but they ore vastly more dangerous. Suppose that as the woman proceeds with her cleaning tins stream of vapor meets some form of ignition; >ou see, as 1 apply this flame, an instant explosion takes place. Do you believe that where this sort of thing occurs the person doing the cleaning would have even the slightest chance to escape serious injury? Another thing tltat over the period of a year causes quite a number of fires and fatalities is the cheap toy made of pyroxylin plastic, or as most persons misname it. celluloid. This material, of varying degrees of chemical stability, has so many use* that U U hardly possible to enumerate titem. Toys of this materia], particularly dolls, are extremely dangerous ui the hands of children. Jtcsr suppose that a youngster carrying a doll made of tins material comes up to the range where its mother is preparing dinner, and brings the doll in contact with the gas flame or hoc electric heating clement. I will liattdlc this sample doll just as I have pictured the little child doing it. As you watch the doll bum can you not just imagine the probable fate that would befall the child if she were holding this doll and possibly that of the mother as her clotfung catches fire as site is trying to save the child? As a people we make considerable of Christmas, and l&ve an urge for Christmas decorations. But there is quite a hazard iu the use of natural trees, particularly when tltese trees have become somewhat dry after several days indoors This hazard Fire Pret ention 41 is greatly multiplied by the mthcr extensive use of cotton for snow effects. Cotton used for this purpose is a great potential danger. I will show' one more experiment. Did it ever occur to you that a man who chews tobacco might be a fire hazard because of that fact? Let us assume that I am a poor ignorant fellow* who has been given a job in the bleach room of a textile mill. My work is to prepare the bleach when wanted. I have been told that all I have to do is to weigh up a certain amount of the bleach and mix it in a vat as prescribed. However, the bleach room has an old wood floor, splintered and torn by much trucking, and I have not been warned about spilling the bleach, and l occasionally ck> spill some on the floor. The sawdust in thin container will represent the floor. 1 will pour ou some of the bleach and mix it slightly with the sawdust. Xotv for that nice fresh chew of tobacco. A fresh chew causes a large flow of saliva. Having no place to expectorate but on the floor. I do so--mid the result shows clearly why tobacco chewing, under certain conditions at least, is a fire hazard of considerable moment. Discussion: The speaker was asked if a S0-5O mixture of gasoline and carbon tetrachloride is sate for cleaning. He replied that such a mixture Is safe to begin with but it may not remain safe <nce the carbon tetrachloride is more volatile than the gasoline. Chloroform is non'flammable and may be used lor allotting. Another question was whether thinner*, such, as acetone and benzol, arc move dangerous than gasoline? The speaker considers the fire and explosion luwante of these as practically the same. Another question developed the fact that a Urgu wood fire In. a confined space may create a temperature as high as 2800 degrees Fahrenheit. Community Fire Prevention in Kansas City By F, C. LYNCH Manager, Kansas City Safety Council The speaker said in part: Ten yean ago Kansas City assumed that fires originated from simple causes and their prevention required only care am! horse sense. Hume fire reports obtained from the fire department were analyzed and ten causes were set up. These causes differed m different localities. Home safely inspection blank.** were prepared with certificates to be signed by parents. These blanks were distributed to principals of the various schools and the students were asked to return the certificates within one week. Prizes were awarded to schools scoring 100 per cent cm home inspections. ' During the week before the campaign teachers were sent cut to the schools who explained the method of procedure. A total of 25,000 certificates were handed out. covering about 50 per cent of the homes of the city. No response wax olxatncd from high schools, boys and girls of that age were apparently too sophisticated to take port trt this activity. Bui the home inspection plan was continued and is non an annual activity. What has been the result? Ten years ago there were 2,276 fires in 41.000 dwellings in Kansas City, The number of homes in the city has increased 50 per cent but the number of home fires has decreased until lost year tltere were only 903. At an average cost of $436 per fire, the saving is row approximately $500,060 a year as compared with ten years ago. Assuming that one life was lost for every $50,000 uf property loss--which ix the national average--there has been a saving of ten lives a year. The activities of previous years in the grade schools of Kansas City ore new becoming apparent m the High Schools. Formerly ft was impossible to get High School students interested, but tltv students who cnee co-operated in the grades are 42 Twenty-first Congress--National Safety Council now to the high scltools, and they are continuing their interest. This interest will continue when they become householders. Industry is much harder to reach than the homes, but the Kansas City Safety Council is planning to reach the factories through the Boy Scouts who will distribute seif inspection blanks. These boy scouts are also working out life saving plans for their families in case of fire. Electrical Fires--Their Cause and Prevention By H, B. POTTER Vice President and General Manager. The United Railways & Electric Company of Baltimore The speaker saw! in pari ^ Fire prevention on the property of a street railway is a comprehensive subject, whether it applies to transportation vehicles, to the shops or power stations. ^,, To begin with, it is absolutely essential tlwt in order to prevent fires in car equipment, they do not use more than 600*625 volts. First---to see that all cables shall have a good and safe current carrying capacity, so that they do rot become overheated and also that they meet the requirements of high voltage insulation tests. Second--that Use insulation of the wires and cables be of high grade rubber and of a safe and proper thickness, and the final covering to be'of a high grade flame proof covering. Third--all joints mast be bright and dean and a resin and" alcohol flux used before making a good soldered joint. Fourth--wherever cables pass through die car floors, porcelain tubes or conduits or meta! outlets should be used. The placing of galvanised iron shields liberally to prevent wheel wash or splashing of water coming id contact with wiring or cables is recommended. Farming exposed cables wherever they are subjected to water or oil at frequent intervals with oil or water rcpclbmt and flame proof paints is also recommended. Until a few years ago controller explosions occurred rather frequently, due in many instances to not having been built for ample current carrying capacity Ollier causes were brought about by motors that did not commutate properly, ami in some instances clue to faulty Inspection by the roiling stock and shop employees. These explosions have been practically eliminated on our property, much of which is due to using a voltmeter to look for defects as well as a close inspection of all of the main controller fingers, as well as the reverse fingers to see that they do not show signs of cracks ami that they have the proper tension and that when cutting out from tlie first point to the "off" position that the proper number of fingers break the circuit. The proper use of lock washers and lock nuts has been of some benefit in overcoming tlvcse explosions. The addition of a contactor placed on the under side of the car body has also been of great value, as instead of breaking the arc in the controller when cutting* out, the arc is broken at the contactor under the car. In addition to this, a decided improvement made in circuit breakers where con tactors are not used has proved very beneficial, but the contactor is far superior and eliminates the use of circuit breakers, using only what is known as a hood switch, the latter cutting off ail the power below the platform in case of an emergency or at any other time. . . .. . In recent years we have been equipping our cars with remote control which eliminates both the circuit breaker and the platform controller, so that all of the. heavy arcing is eliminated from the platform and placed under the car, this being the location, as should anything happen to tlie switch group or other contact switches there is nothing to excite the passengers and they really do not know that any trouble has developed in the electrical equipment. In former years electric heaters have been responsible for many fires but with Fire Prevention 43 the modern strip wound heater, a failure is almost impossible, providing we place the wiring in conduit and that all conduit and outlets are properly locked and each and every beater, as well as the conduit, grounded. The subject of manhole fires is very important, in a conduit system containing electrical cables, failure of a cable may at times be followed by a disastrous fire. If the failure occurs in the conduit run the damage is usually confined to the cable at fault bat U it occurs in a manhole where other cables are exposed tlie trouble may spread until all cables entering the manhole are involved. This may, ami frequently does, result in serious fires and explosions which endanger life and disrupt electrical service over wide areas. Manhole fires most frequently result from de fective or deteriorated cable splices. There may be other causes, such as accidental mechanical damage, electrolysis in wet manholes or high manhole temperature, but failures oq these accounts arc not numerous. Occasionally, cases have beat found where electrical failure has occurred at the point where a cable leaves tlie dixt line, ribratioo from the street traffic above having caused the duct-edge to cut through the protecting lead sheath and admit moisture which resulted in failure. Prcveotsoa of manhole fires is largely a matter of preventing failure of tlie elec trical cables and splices. For this reason the highest grade caldc and splicing materials should be used and tlie splices be made by skillful and experienced work men. This is particularly true if the cable voltage is hi the neighborhood of 13,000 volts or over. Duct and manhole temperatures should be kept within safe limits, and voltage readme* between cable sheaths and earth should be carefully surveyed for any coadftioos which might lead to local electrolytic actions. On nwuiy prop erties it is the practice to protect tlie exposed cable slack in manholes by a coating of fire resisting material such as a thin layer of cement or a wrapping of asbestos litting painted with silicate of soda.. In all except very severe exposures such coatings effectively prevent the spread of fire beyond the cable at fault. Periodic measure ments of cable insulation resistance by the megger method are often valuable in detecting and JLRUdpating cases of incipient trouble. In some types of soil where the thermal conductivity of the earth surrounding the conduit line is poor. Itmiting the duct and manhole temperatures to a safe value becomes a real problem. When the heat resulting from normal voltage of the cables is generated more rapidly than it can be carried off, the temperature of the conduit line will rise dangerously high and result eventually In cable failures with tlie attendant danger of disastrous fires. A condition of this kind can be remedied by reducing the loading on the cables to a point where the natural conduction and radiation of the conduit Hoe ts adequate to prevent abnormal temperature rises, or by artificial cooling as is sometimes aeconiplislied by installing a water sprinkler system in am tapper vacant duct. In conduit lines containing both lugh voltage and low voltage cables, rive best practice is to locate the high voltage cables in the lower outermost ducts. Tiies-e ducts axe the coolest, and therefore the most suitable for high voltage cables wlrich are the more IQcely to fail electrically by reason of excessive temperatures. ^ The proper setting and maintenance of relays and protective devices is also an important rietuciri in reducing the danger of manhole fires. When a cable fault occur*, a cable should be disconnected upon the source of supply as promptly as is consistent with the safety of oriicr connected apparatus, and failure to do this may result in sustained and severe burning at the fault which is rapidly communicated to other exposed cable*. When manbote fires do occur, the first move should be to disconnect all cables puamg through the manhole. These should remain dead until the fire is definitely out and the extent of the damage can be ascertained. Fires of this kind are charac terized by pengent and overpowering fume* which must be cleared out before it is possible for workmen to enter the manhole. This Is best accomplished by a small motor driven centrifugal blower fan equipped with a flexible canvas duct which can 44 Ttventy-firsl Congress--National Safety Council be lowered to tl*e bottom of the manhole. Air in large volume is forced down the <h*ct and displaces tire contaminated air which is driven upward through the manltole opening. Even after the fumes have apparently been removed, the use of an approved tvpc of gas mask by the men first catering: the manhole is a wise precaution. * After severe manhole fires, the temperature in the manhole frequently remains uranpportable for a considerable period. Where water can be used safely, the tem perature can be lowered by employing a fire lose or other large stream, but this not always desirable. In some cases where it has been imperative o restore service as promptly as possible, large quantities of ice lowered into the manhole have proved very effective. _^ It should be noted that playing a hose stream into a manhole containing high voltage cables not definitely known to be dead is a procedure not to he recommended Generally speaking, a water stream is non-corduct'rvr except for a abort distance beyond the hose nozzle, but conditions may arise where the stream will become momentarily conductive for a greater distance, in which event the operator may be subjected to unpleasant shock if not lo more serious consequences. ^ The subject of station fires in general is also quite important. Aside from .station fires which originate in oil filled electrical apparatus, other fires may occur fed by the combustible material contained m nearly all electrical insulations in greater or less degree* Such fires, if not given unusual impetus, rarely extend beyond the ificcc of equipment originally at fault, but unless promptly and efficiently checked may result in multiplying many times over the initial damage chargeable to the electrical failure. _ . ., Burning insulation emits pungent ami suffocating fumes which makes it impossible h*r the station attendants to approach a severe fire unless protected hy proper axnralrtg apparatus Gas masks should thus form an important part of every s<ation* fire fighting equipment, and these should be inspected periodically and maintained hi first class condition. Adequate emergency ventilation is also itn- |K)rtant in reducing tlte hazards from electrical fires. In many large stations operat ing today the control board is located in a gallery *n the station proper where the operators have an unobstructed view of the station's main units and auxiliary equipment. Special ventilation for this gallery is not always provided, and cases are on record where the rising fumes from a relatively small but smoky fire have rendered the gallery untenable for considerable period?, leaving the control board without an attendant until the fumes could be dissipated. Reliability oi any emergency ventilating system is also a matter of prime im portance. Several years ago a severe electrical failure occurred in the switch house of a large steam generating station. This switch house was of modem and approved design with each phase isolated and every known precaution taken against the oc currence and spread of an electrical failure. Nevertheless a failure to gromid did occur and spread with great rapidity until several bus sections were affected. The ImiUKttg was filled with dense smoke, and the ventilating system faded to function. !_atcr it was found that the ventilating fans had been so located as to receive the full force uf the explosions and were damaged almost beyond recognition. As each electrical failure in a station is a potential source of a damaging fire, every effort should be made to reduce the number of such failures to a minimum. Inspec tion and maintenance practice is pretty well standardized In this respect and should be conscientiously and regularly performed. As a general thing, portable fire fighting equipment has been found entirely adequate for controlling insulation fires. It may be either of the carbon tetra chloride or the newer carbon dioxide gas type, both of which are effective in enclosed places and may be used on live equipment without danger to the operator. The capacity of the equipment should be ample for all probable needs, and should be kept at a point of high efficiency by periodic inspection and maintenance. ADJOURNMENT - TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Industrial Health Section Officers 1931-32 Chairman-*Dk. I.egsard Grle.vhuke, Yale University, New Haven. Conn. /7f-CA*irNMJ<--Du. T. Lyle Hazlett, WeatHtghcMtsrc Rlcctric and Manufacturing Compauy. East Pittsburgh, Pa. Sccrt-i*ry--D*. C. O. Savkixgtox, Chicago. MONDAY AFTERNOON SESSION October 3, 1932 The first scsskxi of the Industrial Health Section convened at the Wardmau Park Hotel, with General Chairman Dr. Leonard Grccnbtug, Yale University, New Haten, Caw., presiding. This session was devoted to the general subject "Health Work in the Small Plant. ' Chairman Greenburg welcomed the delegates and immediately Introduced the first speaker. Health Work m Small Plants C" - By GLENN S. EVERTS, M. 0. -" V *" " Medical Secretary. Philadelphia Health Council and Tuberculosis Committee. Philadelphia, Pa. ` The speaker said in part: A large majority of industrial wage earners in the United States work in small plants; in fact, 9fL7 per cent of the manufacturing estab lishments employ less than 500 people. However, it is only very recently that the problems of the small plant and the small plant employee have been given any in tensive consideration comparable to that given the larger Industries. In a survey of 501 pl*nr; in ihe United States having medical departments, reported by the National Conference Board, less than 100 are plants employing fewer than 500 persons, and many of the health services arc very incomplete. It is now recognized that the development of health service in smaller plants is die primary problem of industrial health today. That the need for such service is frequently as argent as in larger plants is shown by the fact that health examinations conducted in small plants find less than 10 per cent of the workers free from physical defects, most of them of a correctable character. Plants with less than 500 employees have especial difficulties iu establishing medical departments. They do not have need for enough health work to justify an individual 45 46 Twenty-first Congress--National Safety Council Itcaith service. They cannot economically use a full-time nurse and require but a few hours erf a physician's service per week. They can best be served by a joint service to co-operation with other small plants. Such a service has been organized by the Philadelphia tfealth Council and Tuberculosis Committee to the nature of a demonstration whose final* objective is to transfer the service after it is thoroughly established to the administration of the plants themselves. The plan is that of grouping two or more plants having from 100 to 500 employees into a stogie vnh for joint health service. Each unit is to consist of approximately 1,000 employees. One industrial nurse, if her time is carefully scheduled, can suc cessfully serve that number of employees. One-half time of an industrial physician likewise is sufficient for this number of employees. Each plant sharing in the service agrees to provide one or more clinic rooms at the plant, and to pay monthly their pro-rata share in the maintenance of the unit, based on the average number of employers. ... .. The unit service consists of the following: (1) An annual physical exammation of alt employees with periodic follow-up examination* of employee* haying corredible defects; (2) initial care of all minor accidents and redressings to the plant dispensary; and emergency treatment of serious accidents at the plant, with follow-up of those accidents to the hospital; (3) care of minor illnesses while the employee n at work; and advice regarding chronic illness with proper reference to the employee's family physician; (4) Instruction and first aid to the sick and to the injured and to selected individuals in the plant; (5) an annual sanitary survey of the plant and routine moothlv inspections; (6) health education by means of talks to groups of employees, liberal use of posters on health bulletin boards, and by means of effective doctor-to- patient talks at the time of the physical examination and follow-up visits. . The plan Is put' to operation by regular visit* made each wk to cad: plant by the physician and the nurse. Foe every 1Q0 employees a plant receives one hour physician's service and two boors nursing service per week. The nurse's schedule j* arranged to coincide with the physician's schedule, Cbnaptote records of all work done in each plant are made by the nurse and kept under lock at the plant. The cost to the plant Includes the expenses of medical and nursing service, and time lost to travel. This cost is placed at $4.50 per employee per year. Plants participating also have the expense of equipping the dispensary which amounts to from $200 to $400. depending upon the size of the plant. Subsequent equipment and supplies, laundry, etc., arc paid directly by the plant Selling this service is the roost difficult step to the organization of an industrial health unit Many interview* may be necessary, but when it Is remembered that each interview is an opportunity to discus* seriously the problem of health in industry with an employer of labor, the expenditure of time and money is held to be fully justified as an educational procedure. When the plan is accepted, a letter staling the agreement and its terms Is all that is required m the contract. Setting op physical equipment of two or more rooms for the dispensary in the plant at the employer's expense is a part of the plan. Experience has shown that a favorable arrangement is a rectangular space approximately 12x20 feet divided into a large and a smalt room by a partition, Tlie entrance is into the larger room which is used for dressings and minor consultation*, leaving the smaller room for physical examinations and diagnosis. The administration begins by making out a schedule of physician's and nurse's visits to tlie -plants. Prior to the actual opening of the dispensary in each plant, a meeting of all the employees is called, to which the purposes of the new health service, the necessity for reporting all injuries, however trivial, to the clinic, and the value of health examinations are explained and emphasized. In some of the larger plants perhaps only supervisors and foremen are called for such a meeting, bat their co operation with the dispensary to properly interpreting its purposes to their men is especially emphasized. The management posts notices on the bulletin boards annouoc- Industrial Health Section 47 tog the opening of a dispensary, along with notices of the scheduled hours of physician and ratrse. Theclinic work begin* with the physical examination of the employees and proceeds as rapidly as possible along with the routine care of accident* and illnesses. Although examination of the employees already working is not strictly compulsory, experience has shown that by beginning with the superintendent and the foremen such a spirit of friendliness may be engendered as to cause little difficulty in examining all others. A sanitary survey is also made early in the work and this report transmitted to the employer. The annual sanitary survey and monthly inspections afford an excellent opportunity for the physician to keep in touch with the- health hazards in the plant and to talk whh the foremen individually about conditions to their departments and the general health of the men under them. The day by day work of the clinic follows the procedure of any moderate sized industrial clink: excepting that it is part-time work. The final step* m this promotional health work in small plants is the transfer of the service Go the admtoistratkxi of the plants themselves. Upon tlte transfer each plant agrees to co-operate and to use its part of the joint schedule of and nursing work at its proportionate cost. A definite memorandum is made of the lime 'to be spent to each plant by the physician and nurse, the amount of salary of phystchm ami nurse, and the proportion which h each plant's share of the total salaries. This raemorsuiKlttm is given to each plant. A complete divorcing from the Hcitth Council of the medical work of the plants comprising a unit, therefore, is accomplished with no change to the character of the work and usually very little change to previous routine. The oldest of those units organized by the Health Council has new been to opera tion for five years. Up to the present time there have been dispensaries established to thirty-one plant*, representing a total number of employees of 9500. Sixteen plants are now to operation whh a total of 6200 employees. This fact shows that the plants which have ritscoottooed tbc service were mostly the smaller ones. The total ex penditure by these plants for salaries to doctors and nurses is $122,000, over 50 per cent of which has been spent after the service was turned over to the plants them selves. Syphilis and Gonococcal Infections in Small Industries By DR. WALTER CLARKE . Director, Drvmoo of Medical Measures, American Social Hygiene Assn., New York City Syphilis presents problems whkh concern us not only in relation to our own health and safety, but as haring an important bearing on the efficiency of industrial workers. Any disease widely prevalent among the people has its effect upon the industries situated to that cotBmtmhy. This is especially true of chronic conditions, such as tuberculosis and syphilis, which slowly undermine the efficiency of the worker king before forcing bkn to toy down his tods and seek his bed. For the first time to history our generation has the means of. controlling syphilis by medical methods. We can diagnose it accurately; we can treat it effectively; we can quickly render patients nan-infectious; ami we can cure those who come to us early and who persist to treatment. Were our present knowledge of syphilis generally and effectively applied, this disease could be conquered to me generation. The effect on the mortality rate would be spectacular, for syphilis is hidden in mortality statis tics to a manner which tends to make the public unaware of Us Importance. You may well say, a* citizens we are all concerned with the appalling prevalence of sypfuli* and of gonococcal infections in our communities, but how do these diseases 4S Twcntx-first Congress--National Safety Council directly affect the industries with which we are associated? They affect industries through damage to property, through expensive compensation cases, through dis ability of valuable workers and resulting loss of time and labor turnover, through taxes to pay the high cost of medical care ol patients in the late stages of syphilis, through lost wages on the part of the workers, and through untold mental anguish of the workers and their families due to broken homes, blind and otherwise defective children, and serious surgical operations and chronic illness of wives and mothers. In addition to the fairly obvious costs and losses, there are others which are less conspicuous. The inefficiency of workers who still continue on their jobs in spite of an acute gonorrhea, cost of replacing temporarily or permanently workers who drop out because of one or the other of these prevalent diseases, and last, but by no means least, taxes for the construction and maintenance of institutions for the care of the victims of syphilis and gonorrhea. Added to all these expenses is the enormous loss of earnings by the wage camera of the country through disability due to syphilis and gonorrlica. It Has been estimated on a conservative basis that lost time due lo syphilis and gonorrhea cost the wage earners of this country about $84,000,000 per year. What, then, is it practicable for industries to do in self protection? (1) A thorough physical examination of every employee, repeated at suitable intervals, and especially after absences due to illness. This examination should include a blood test for syphilis, and a suitable clinical and microscopic examination for gonorrhea. - (2) Every employee found to have syphilis or gonorrlica should be required to receive suitable treatment.. -Those who are physically unfit for employment may be rejected, not because they iiavc syphilis or gonorrhea, but because they are ill and unable to work. The rejected individual, however, should be urged to obtain treat ment and directed to the proper sources of medical care. (3) Treatment of employees having syphilis or gonorrhea should be on an economic basis which wilt enable the infected ndvidctsl to continue medical care over (lie Tong period of time which Is necessary for results which are satisfactory to the industry as well as the employee. (4) As syphilis and gonorrhea are familiar diseases, members of the patients family may bare been infected and they should be carefully examined and where indicated brought under treatment Relations between the physician and the employee should be absolutely confidential, and treatment should conform to a high standard of thoroughness and duration. 15) The prevention of infectious should be as important a part of the medical program as the treatment of diseases already recognized This principle, well recog nized m such conditions as malaria, diphtheria, and typhoid fever, applies equally to syphilis and gonorrhea. No one should be permitted to acquire these diseases through ignorance of their method of spread, tlidr gravity, or the means of preventing them even after exposure. Educational and chemical prophylaxis should have their place in the industrial medical program. The above procedure for preventing the industrial risks and losses due to syphilis and gonorrhea are applicable in principle to small as well as large industries. In some cities several industrial establishments have co-operated in setting up joint medical services. If the industry does not provide treatment by its own. medical service, whether independently or in co-operation with a group of industries, known cases 'of syphilis or other diseases requiring treatment may be referred to private practitioners or duties and reports of progress may be obtained by the mds?ri*J physician. The principal and vital factor is that employees be examined and that treatment be given. Industries both Urge and small have an unusual opportunity to improve the health of their workers and raise their efficiency, an opportunity which benefits also the community in which each worker lives. \3-~' vw c--- - ri H Industrial Health Section 4`J The Services of a Health Department to Small Industrial Plants By WU.MKR H. SCHULZE Division of Chemical Technology, Health Department, Baltimore, Md. The speaker said in part: Up to the present time little attention has been devoted by health departments of our municipal governments to the working and living en vironments of employees m industry. The Baltimore Health Department, however, has begem the development of a program of industrial hygiene. It is generally known that many of the small industrial plant* take little cognizance of tlte effect of unsatis factory working conditions upon the health of their employees. The use of the common drinking cup aod the common towel continues to be widely practiced; little attention is given to proper lighting and ventilation; in spite of stale and citv legis lation, seating facilities for female employees are seldom furnished; toilet and wash ing facilities are not always inviting; general sanitation is frequently lacking. The majority of these plants have first aid kits bat no one trained to administer first aid. Very few keep any sickness records, ,, Our experience has shown that in many cases these conditions are not due to the unwillingness of employers to improve conditions in the plants, but rather to the fact tliat attention has never been called to those conditions which play a part in the general health of employees. Tive same circumstances frequently exist in connec tion with employing adequate protection from hazardous materials. Often the employer is ignorant of the hazards involved and beuce takes no precaution* for the protection of employees. Our observations indicate that a general educational program is needed to acquaint the operators of small plants with the importance of providing safe am! healthful working conditions for their employees. Emphasis placed on the economy involved lo the employer ami to the comtsutnrty in providing healthful working con ditions usually gains the interest of the employer. It is upon this Insis tliat iltc Baltimore Health Department is developing its service to the industries. The municipal health officers should endeavor to improve working conditions chlefiy through educational channels. Regulatory measures are not always deorahle and frequently give rise to a feeling of coercion. This should be carried out by contacts with trade organizations, press dispatches, radio talks, and through Itie medium of live health department pubticatfom. Health talks to employers in the different plants would also be desirable. Reports of surveys made in the various plants should be sent to employers with suggestions for improvement. These reports should be strictly confidential and unavailable for publication on any legal procedure. Health Work in the Small Plant * By FRED G. BENNETT Safety Director, The Buckeye Steel Castings Co., Columbus, Ohio Tlte speaker said in part: From a viewpoint other than that Indicated by my position, and based on many years contact with the smaller plants, t believe tliat health work definitely organized and maintained is applicable to all plants, no matter Ivow small. Various plans that are applicable to the smaller plants have lJeers reported and discussed. One is that the larger hospitals and medical centers be used m connection with the plant medical service. Another plan * to Itave une or perhaps two medical men care for the needs of several plants. The important principle U that no matter how small the plant or for that matter Uow large, the health service .should be conducted by a regular medical officer with 50 Twenty-first Congress--National Safety Council a proper staff, aod not by some enthusiastic person who las not been trained for the work. Why not use more registered nurses in the smaller plants? The registered nurse is much better qualified to interpret a physician's plan ai medical service than any lay attendant. Much depends upon the physical condition of the employees. X am of the opinion that the physician, by reason of his professional attainments, is best qualified to handle some of the problem eases among employees. Mental symptoms, brought about by worry over home affairs, quite often produce accidents. In many cases the fear and worry of sickness In the family cam be greatly allayed hy a talk with the doctor or the nurse. Many of these esses have come under my personal observation. It should also he absolutely the part of the physician to say when a man shall return to his regular employment after Injury, and this decision should not be in fluenced in the slightest by its possible affect on any "no-lost time accident" contest or record. These contests are proper and have brought about outstanding results in the reduction of lost-time frequency figures. However, there have been cases of injured employees being urged unduly to return to some form of work merely to prevent the marking up of a lost-time accident Nothing should be allowed to Inter fere with the employee's welfare. The physician has every motive to return the employee to his regular work as promptly as possible, but his higher duty Is to conserve both the physical and economic welfare of the employee as well as the employer. The safety director has need of the medical service, and the two should earnestly co-operate and seek to bring about a mutual feeling among the employees. Bolb departments arc striving by all possible means to prevent economic waste chargeable to the disabilities and hazards of industry. * TUESDAY AFTERNOON SESSION October 4, 1932 The delegates first attended an. informal luncheon, and then gathered for the after noon meeting m a Joint Session with the Metals Section, This session was devoted to a symposium on the dust problem in industry. Chairman Greenburg immediately Introduced the first speaker. ~f . The Effects of Inhaled Mineral Du^ts By LEROY U. GARDNER Director, Saranac Laboratory for tht Study of Tuberculosis, Saranac Lake, N. Y. As long as men have worked In stone It has been appreciated that an unusually large proportion of them suffer from disease of the lungs. It was natural to assume that such disease would be caused by the dust generated, and this belief was strength ened by the discovery of black, grey or red pigments in the lungs, sometimes accom panied hy the formation of scar tissue. The term, pnetanoockoniosU was introduced to describe the long pigmented In tills manner. With further observation pathologists attempted to classify various forms of pneunwnokoniosis on a basis of the type of dust inhaled and such names as anthracosk, stderosis, chacicoais and even byssinosis and tobaccos!* made their appear ance. It was recognized that some forms of the disease were attended by severe symptoms and result in death but there was no correlation between the cllnkal and pathological pictures and the causative dust. Finally, statistical study demonstrated that of all kinds of industrial dusts silica generally produced a definite type of disease with a characteristic pathological lesion and complex of symptoms. Industrial Health Section 51 Today the clinical entity known as silicosis is one form of pneunionokoniosis which is quite clearly defined. Moreover, within tlte last three or four years asbestos dust has also been shown to produce another specific type of reaction attended by symp toms differing in some respects from silicosis. The oilier forms of pneumooofcomosis still lack complete definition. The wide spread use of radiography has brought together a mass of descriptive data from indi viduals exposed to many kinds of occupational dusts but these findings have not yet been correlated with pathological anatomy, chemical studies of the tissues and de tailed analyses of industrial atmospheres. There h a tendency to assume that many of these pulmonary changes arc due to the action of silica perhaps modified by the chemical components of the dust. Wc shall only be in a position, to speak with assur ance about them when the pure types of dust and their various combinations have been studied in human being* or m experimental animals. For lic sake of clarity no mention ha* been made of the infections^ which SO fre quently complicate some forms of pnenmonofconiosi*. In the pcebocteriological era of medicine the use of such terms as "grinders' consumption" and "miners' phthisis" reflects tlte popular association of pneumonokonioals with tuberculosis. The names were justified both by clinical and pathological observation for it has been subse quently shown that, in silicosis at least, a super-imposed tuberculosis may cause death in perhaps 75 per cent of the cases. Some observers even go so far as to state that silicosis itself docs not develop unless the lungs are previously damaged by a latent tuberculous Infection. This Is probably an exaggeration, far typical silicosis can be produced in the experimental animal by the inhalation of silica witluaut infection. The role of asbestos dust as an excitant of tuberculous infection is not as clear cm as that of pure silica. While Uicrc arc muncrons reports of death in asbestnsts doe to a terminal tuberculosis, nevertlidcss surveys of living workers have failed to demonstrate any excess of such Infection. Simple anthracosis is said to prevent the progression of tuberculous Infection- Statistics from coal mining districts do show a tuberculosis rate much lower than that "normal" for the age group. As yet corrobo rated experimental proof of protective action of coal against tuberculous infection is lackto*?. Not only the tubercle bacillus but other bacteria seem to develop with special facility in tite tissues previously damaged by silica. For example, lire ptieuimmia rate antoflg silicotic native laborers of South Africa is many times that in rum-silicotic natives living under similar conditions. In cost miners, likewise, pneumonia is a common and often fatal complication. What has been said of the effects of inhaled Inorganic dusts would indicate that the reaction of the tissues is not merely a response to mechanical irritation by par ticulate matter. Today it is generally accepted that the injury is chemical in nature and that only certain of the common type* of industrial dusts posses* properties capable of exerting reaction. In the cases of silica and the silicate of magnesium or asbestos the slightly alkaline body fluids probably effect a slow solution of the dust particles liberating silica in colloidal form. Tills substance irritates the connective tissue cells which respond by multiplying. The result is an overgrowth of the sup porting framework elements at the expense of the more delicate cells specialized for specific functions. For these two types of dust the character and form ot tlte pathological changes ha* been carefully worked out. In silicosis the essential tissue change consists of nodules of connective tissue which develop first in the lympoid tissues situated in the drainage apparatus of the lungs. These nodules interfere with the physiological removal of foreign bodies and subsequently inhaled particles accumulate in the framework of the lung itself. Such reaction gradually decreases the normal elasticity of the organ and encroaches upon its functional element*. A* a result the cardinal syropiom of the disease, dyspnoea or shortness of breath develops. Because of the excessive amounts of scar tissue formed in the lungs the right side of the heart 52 Twenty-first Congress--National Safety Council encounters increasing difficulty m forcing blood into the organs. In an attempt to compensate the overworked heart muscle becomes thicker and heavier and unless infection intervenes the time eventually arrives when the heart fails and death occurs from this came. The reasons for the prevalence of infection in the silicotic lung are not altogetlrer dear. It is obvious tltat when tire drainage system is so obstructed by nodules of car tissue that more dust particles can only be removed with difficulty, the same must be true of bacteria which may be inhaled. As a consequence they remain in the lung and set op progressive infections. But this is not the whole story. The silicotic tissue apparently offers a peculiarly favorable soil for the continued multiplication of tubercle bacilli and perhaps other bacteria. Experiment has shown that even at tenuated organisms of this type will produce rapidly fatal tuberculosis in a silicotic guinea pig. Furtlicrmore, inhaled silica dust wtll cause a pre-existing latent tuber culous focus, harboring a few attenuated bacilli, to become progressive and spread. The cause of this effect upon tuberculous infection has not yet been ascertained but probably it is in some way associated with the death of tissue caused by the toxk silka. Associated with this factor Is an increased activity of the phagocyte* which arc stimulated by the irritating .silica so that these edit tend to migrate rapidly anti carry tubercle bacilli into previously tmtnvolved portions of the lung. .-Uf-csias dust, perhaps because of its fibrous structure, is not transported very far within the lung. It lends to lodge along the walls of the finer tubes and little of it is removed by the lymphatic drainage system. Tissue Reaction, probably initiated by the solution of the fibers, occurs in their immediate vicinity. As in the case of sHka this reaction consist-* of an overgrowth of the connective tissues which is later transformed into Icathcr-like scars. ' Aluminum oxide wilt serve admirably as an example of a neu-silkxous dust whose particles are as hard and sharp as those of crystalline silica. When a measured quantity of such particles, I to 3 micra in diameter, are injected into the ear vein of a rabbit the majority of them come to rest in its liver and spleen, Tltere they remain, apparently harmless, collected In Targe phagocytic cells and producing no reaction of the connective tissues for at least two years. Injection of the same quantity of the same adzed quartz particles excites the fooiation of so much scar tissue that the functional elements arc almost completely destroyed and the organs are reduced to nodular masses of leathcr-HJce consistence. .. Carborundum, the carbide of silicon, when inhaled by guinea pigs for period* a* long as four years, likewise fails to excite significant overgrowth of the connective tissues. It produces only a low grade inflammatory change with no nodules.. Instances such as those cited constitute the basis for believing that the cellular response to dust particles is not doc to their hardness and sharpness hut to chemical substances liberated by the action of the tissues upon them. The case for solubility lias not been proven directly, for the detection of soluble silica in the tissues offer* technical difficulties which today are unsurnwiuntabie. Nevertheless this substance is known to be a cell poison and in weak roncentratlnm it will provoke an overgrowth of the connective tissues. ,, Mention should be made of the effect of inhaled coal dust. Most city dwellers breathe in sufficient quantities of this material daring an average life-time to pigment considerable areas of their lungs. Deposits of grey or black dust will be found along the course of the lymphatic drainage system but this pigmentation is associated with little or no new growth of connective tisane. The coal miner's hang Is much blacker hut in most instances it also develops no deforming scars. When such reaction 4e< occur analysis usually reveals appreciable amounts of silica in the lungs. The presence of excessive quantities of carbon dust apparently influences the localization of mod erate amounts of silica so that the latter is not deposited in nodules as in pore *3Sc** but in streaks along lymph vessels as pure coal would localize. Coal miners" fibrosis, due to relatively small amounts of silica. is therefore d#f- Industrial Health Section ierent from that ot the pure quartz worker. When the amount oi mhaled silica is excessive, the effect of the coal ts negligible and the reaction approximates tliat in pure silicosis. There is said to be more reaction to hard coal than to the bituminous, variety but there I* evidence to suggest that this is due to the greater amount of siliceous rock which must be worked in mining anthracite coal. Finally, consider the silicosis of granite cutters. This develops somewhat more slowly than that of the pure quartz miner and it has been maintained that tins is due to the relatively small amount of uncombined silica in granite (25 to 40 per ccnu. But it is believed tliat other component* of the glomerate granite may neutralize or at least inhibit the effects of the silica so that only after prolonged exposures to high concentrations does significant reaction occur. While typical silicotic nodules develop m guinea pigs inhaling pure quartz for a year, not even the earliest sug gestion of nodules have appeared in the lungs of animals inhaling comparable concen trations of granite (-40 per cent silica) few four $ cars. This brief discussion of some of the problems involved m pneutiKsnokonlosis draws attention to the limitations of our present knowledge. It indicates that the reacthm to an inhaled dust is determined by the chemical and probably physical cotntxis.ition of that dust, tt emphasizes the need to further study of different types of dust both in the pure state and in measured combinations. The ultimate aim of such a study should be the neutralization of the toxic action of such dangerous substances as silica. The Dust Content of the Atmosphere in Various Dusty Industries By J. J. BLOOMFIELD Sanitary Engineer, United States Public Health Service, Washington, D. C, The speaker said In part: Tltc properties of a given dust which determine its capacity to produce pulmonary pathology are, tltc nature of tins dust, that is, its chernoval and romeralogical composition, its particle size, and finally the quantity of the dust dispersed in the atmosphere. One of tire outstanding results of the last 20 years of research in the field of dust inhalation is the demonstration of the fact that, m general, the degree oi Health hazards associated with the inhalation of any dust, all other factors re maining constant, is dependent upon the mineralogteal composition of the dust. For example, it is now well established that the Inhalation of certain types of dust, such as granite dust will in time produce fibrosis of tire lungs, at times associated with tuberculosis. In other cases exposure to dust may result in the production of much less fibrosis without notable tendency toward subsequent tuberculosis; thl* is true of cement dust. And finally, there are certain types of dwst, as typified by marble dust, which in the quantities and lengths of exposure so far observed prodssce little lung fibrosis. In general, it Has been found that those dusts which are high in quartz content are the ones which produce a disabling fibrosis of tire lungs most readily. So far as the size of the dust particle is concerned, it is apparent that in order tor any given dust to produce injury to the lungs, it must gain access to the parenchyma of the lung, the site where the harmful effects of the dust take place It is known that not all of the particles of inhaled dust gam access or arc retained by tire human lung. In this connection It is of importance to have regard to the size of the dust particles present m the industrial atmosphere. With reference to the quantity of dust present m the air of a workroom it is apparent that when the dust concentration is high the exposed person will inhale a criairf quantity in a given period of time than he will when the dust concentration the a**>opberc u relatively low. and since the rate of production of the fibrosis 54 Twenty-first Congress--National Safety Council lx partially dependent upon the rate in which the dust is inhaled, this latter item plays an important role in predicting' the relative danger ot different environments. Hence the need for the evaluation of tbe quantity of dust in the industrial atmos phere is obvious. Research on the problem of industrial dust inhalation lias indicated tliat so far as their fibrosis producing qualities are concerned, dusts may be divided into three groups: (1) those composed completely of combined silica, that is stHeafce*, such 2$ pure asbestos; (2) those containing free silica, in the crystalline form known as quartz, (granite contains approximately 35 per cent of quartz); and (3) dust con taining free silica in a non-crystalline form such as diatorooceous earth. In general, it has been found that tbe harmfulness of a quartz containing dust is in direct proportion to its quartz content For this reason, in attempting to evaluate the harmfuloes* of a dust, it Is of the utmost importance to ascertain its exact min eralogical composition. It has been our experience feaf to determine accurately the exact nfineralcgkal composition of a dost one should resort to a combined chemical and petrographic analysis. By no other method have we found it possible to determine the amount of quartz present In a given sample. In certain instances, such as when one is dealing with a mixture of quartz and pure potash feldspar, it is possible to deter mine the amount of quarts present in such dust merely- by a chemical analysis. However, roost dusts which come into question aro mixtures of quartz and silicates. Take granite for example. The average granite -is made up chiefly of three min erals in about the following proportions: feldspar 60 per cent, quartz 30 per cent, and mica 15 per cent. Chemical analysis shows that this average granite contains 70 per cent of silica. OE this 70 per cent. 30 per cent is present as quartz (free silica) and the other 40 per cent is present as combined silica, in chemical com bination with the other minerals that make up granite; it is possible to determine these proportions only with the aid of the petrographic microscope. We find in practice that samples of dust settled oat of the ssraosphqre at fee breathing level of tlx: worlfcr serve admirably for both chemical and mmcralogica] (fctermmattom. Table 1 presents the quartz content of dusts oltfaioed in various Industries which we have studied, TABLE t Percentage of Quartz Present In Various Industrial Dusts Kind of Dust Percentage of Quartz Rock drilling dust (bituminous coal mine)................ Granite cutting dust................. ..................... 3SD Rock drilling dust (anthracite coal mine)...................... Brass foundry dust................... .................... . Dust from raw mills m cement plant.,,.;.............. Slate mill dust (Vermont red slate).,................... . Silverware polishing dust............................................. . Anthracite coal dust......................... Bituminous axil dust........................ .................................. Cement dust........ ................................................................ Slate null dust (Vermont green slate)........................... Talc mill dost............................ ............................. ........... Marble cutting dust,................................ 54,0 31.0 19.0 6.5 3D 1-7 1.5 12 ID trace none none It is evident from this table that rock drilling occupations in tbe coal mining Industry and certain occupations in the granite cutting industry and m brass foun dries would be in fee hazardous class as judged by the proportions of quartz in the atmospheric dust. Industrial Health Section 55 It has been demonstrated that particles of dust of a size greater than 10 to 12 microns in longest dimension are very seldom fotrod in the lungs. This absence of larger particles is partly due to the fact that fee numbers of such particles greater than ten microns in size present in industrial air is, as compared wife the lower sizes, comparatively small; furthermore, these larger particles do sot pene trate to fee terminal portions of the respiratory tract. Hence we need only concern ourselves with those dust particles that arc less than ten microns in longest di mension. In order to ascertain whether or not an industrial dost is capable of gaining access to the lungs, it is necessary to know something of the size of the particles in the dust under consideration. In practice the sample* for particle size studies may be obtained by the use of the Owens jet dust counter. The advantage of this instrument over other device* is feat fee Owen* apparatus projects the atmos pheric dust in unaltered condition directly on a microscope cover-slip. This coverslip may then be properly mounted and examined by any one of several methods. In another method a microphotograph of the dost is made at a high ntagnifica- tpcn; the particles revealed on an enlarged print or screen may be measured by nastwros of a millimeter scale. No matter which method one uses for particle-sire measurements the results may be treated in the customary manner. The particles may be grouped n classes according: to sire, from which a percentage distribution curve is easily obtained. As pointed out earlier, a knowledge of the quantity of dust dispersed in the atmosphere is very Important, since with any given feast fee rale of production of the injury will be dependent upon the total quantity inhaled. From the practical hygienic viewpoint, the particle count is at present the best quantitative index of the degree of atmospheric pollution. The dcoskw as to fee size range of fee particles which should be included in the dust coamt is a qracstion requiring careful consideration. Obviously the size of the smallest visible panicle will depend on tbe magraficatsVin and type of illumination used ia the rrokroscopc. fee refractive properties of the dust and to some extent on fee visual acuity of the observer. We must bear in mind that our chief interest in this problem w in the jrKhxstrial bygienk aspect. Primarily we are Interested m differentiatirag between fee dust content In fee ordinary normal atmospheres, not yet known to be harmful, and certains industrial dusts which are known to be associated with lung damage. TMs difference is sharply marked so far a* the dust particles between approximately one-half and ten microns in diameter arc concerned; but the difference between such normal and abnormal sir is masked and lost when we Include in our deter mination the partkdes of ultra-microscopic size which ore present in vast numbers m all air. So far as fee upper limit of particle size is concerned it has been demonstrated by fee South African studies that particles greater than ten microns in longest dwttetttioa are, as a rule, of negligible importance. The data concerning the 1fever size limit of potentially hazardous dust is not so conclusive. Moir of South Africa, who examined microscopically 120 dust particles obtained from two specimens of sfecoUc lung, found feat only 13 per cent of fee particles were less than 0.5 microns and about 36 per cent of the particles wens less than one rakron in diameter. The majority of the particles, 60 per cent, were between one and three microns in size. The median size of the dust was found to be ID macrons in diameter. ' Drinker, in comparing the size frequency of the particles measured by Moir with the par ticles measured by him of the dust found In tbe sputum of men employed in ore mills, found a close correspondence. These findings have also been corroborated by Nivro-fordato. In connection wife the lower limit of particle size of dust of pathological sig nificance fee following pertinent question arise*: Aside from the evidence direct or indirect of tle non-retention of minute particles of dust by the lungs, what 56 Twenty-first Congress--National Safety Council TABLE 2 Average Dut Counts in Certain Butty Trades Industry and Occupation Bust exposure in millions of particles per cubic foot Talc Mining and Milling: Jsckhanmxrr drillers ................................... Packers ................. ..................... Mockers ......------------------ -Crushermcn and cylindermen ............... ... Slate Finishing Mills: Floormen ...................................................... ........ Loader* ......................................................... Disc crusher operators.----------...._____ Quartz Grinding Plant: Mill operators ........................ .................... . Laborers ------ ...................________ Packers .......................................................... Granite Quarrying ami Finishing: Joyner drillers .................__ ..... Jack-hammer drillers .................... Hand pneumatic tool finishers......_____ ................ Machine pneumatic tod finishers................ Plug drillers................................... .......... ... Attendant labor (indoors) ........................................... Anthracite Coal Minin; Miners and helpers -------- -------....______ Attcittlant labor ___ .......... Bituminous Coal Minin: Coal cutters and loaders,...-----------Attendant labor ................................. . ............... Marble Cutters .............................. .................... . Cotton Cloth Manufacturing: Carders ......................................................... Weavers and spinners,.................................. ............. Silverware Manufacltiring; Dusty trades ................................ No<-dusty trades ........-------------- - 45 1,598 59 17 U2 5 - Average per cent of quartz in dust None None None None None 3 3 3 3 99 99 99 99 35 35 35 35 35 35 35 1.5 1.5 1.5 12 1.2 1.2 None None None 1.7 1.7 1.7 evidence ii there that appreciable percentages of ordinary industrial dusts ever fragment into those minute sizes less than 0.5 microns in diameter? The best answer to this question would l>e data of actual measurement of such dust. Un fortunately we Irave but scant published data on the particle size frequency of dusts in the air of industrial establishments. In 1929 Fehnel made some particle size measurements in connection with the dust study of hard rock drilling m New York City. He reported the findings on three samples, wliich showed the dust which was less than 1 micron in size to vary from 1 to 15 per cent. Most os the dust in these hard rock drilling operations was between 2 and S microns in size. Badftiam, in studying the dust hazard among sandstone workers n Sydney,, Aus tralia. measured some 16,000 particles of dust in the air of work places and found that 67 per cent of these particles were about 1 micron in size. In a particle size Industrial Health Section 57 study of twenty-five samples of eleven different kinds of aerial industrial dusts made by the filar micrometer method at a magnification of 1,000 diameters, the speaker found that practically all of the dust was less than 5 microns in size. Only 2 per cent of the particles were less than 0 5 microns, 21 per cent were less than 1 inicton, and the majority of the dost, 71 per cent, was found to be between 1 and 3 microns in diameter. ._ From all of the evidence therefore, and in the absence of conclusive prooi to the contrary, it is apparent that we need only be concerned with those dust particles between one-lwlf and 5 microns in size, and from a practical standpoint the lower limit of particle size to be counted may well be taken at about 1 micron., Many methods have been devised and used for the purpose of determining die quantity of dust in air. Suffice it to say that for the purpose of dust sampling in either high or low dust concentrations, tire Greenburg-Smith impinger apparatus ow finds universal favor. This instrument lias been used by the United States Public Health Service in all of its dust studies during the past nine years and is also being used by other workers in this field in this country aud abroad. During the past nine years the writer has made numerous investigations of dust hazard in many industrial establishments throughout the country. In Table 2, i summary Is presented of the average dust content of the air m a few of these dusty industries. This table clearly shows that the highest dust expoMirc was in the talc mines, slate finishing mills, quartz grinding plant, coal mining and granite cutting industries. Owing to the high percentage of quartz present in tlie dust cl the quartz grinding and granite cutting plants, os compared with the dtm In the oilier indus tries listed ui Table 2, quartz grinding and granite cutting arc revealed to be the most hazardous oLthc o^u^tiog^^^^ave stjjdi^ g Clinicarand Statistical Aspects of Silicosis By ALBERT E. RUSSELL, M. D., F. A. C. P. Surgeon, IT. S. Public Health Service; Surgeon, U. S. Bureau of Mines, Washington, D. C, It would he difficult to estimate with any degree of accuracy the number m people in the United States who are engaged in dusty trades. It is evident, however, mat more people arc exposed to dust, which constitutes the greatest mdmtnai naz- ard. than is generally supposed. Certain dusts contain poisonous elements, such as lead, arsenic, mercury, ate., which give rise to general conditions resulting horn their absorption. This paper -however will deal only with those dusts widen arc known to be direct factor* in the production, of pulmonary diseases. Economic Aspects of Silicosis The economic problem presented by silicosis is tremendous The suffering ami loss of life due to it cannot be adeqimtcSy measured. In the gold mining area around Johannesburg, South Africa, during the period 1911 to 1929, more than 53 million dollars have been paid in compensation alone. The costs of medical care, hospital ization, and legal proceedings further augment this enormous figure. Mines in Australia are reported to have been, bankrupted by payment of silicosis compensation, I know of a company in our own country which has claims amount ing to more than a million dollars for disability due to dust inhalation There are other plants in the East which wHI be bankrupted if all the claims which are tiled against them are allowed. In most of the industrial states the number of claims filed has jpreatly inci-tea**! in recent years. _ It is clear that dust-prevention work, like any health-promoting activity, woula pay many times in money, good health, and efficient operation. Strangely enough, only during the past 25 years 1ms dust received much attention 58 Twenty-first Congress--National Safety Council as an etiological factor of disease. The rapid development of industrialization within that period partly explains the impulse toward the study of this source of industrial hazard. The advances which have been made in all branches of nidustrial medicine have helped to center attention on dust and its effect upon the health, inasmuch as the number of the workers m dusty trades is larger than that of any other group exposed to a single industrial hazard; and an additional reason for increased interest in this subject is gathered from the study of mortality statistics, which reveal the fact that workers in dusty trades have an excessive death rate from tuberculosis, as well as from other respiratory diseases. The most notable studies of silicosis have been made in tlsc gold mines of South Africa, where the disease, with its complications, has been most commonplace among the miners. It became necessary either to study the disease and devise methods for its control or else to abandon mining. Consequently, funds, personnel and clinical material were made available for the first time on a large scale. Investigators in South Africa have become foremost in this field of research; their scientific work is widely known and has served as a basts for legislation, compensation rates, and fur ther study of the disease silicosis. There are almost 300,000 workers in the South African mines. It was because oi the excessive incidence of siHcon* among the miners around Johannesburg that the International Labour Office of the league oi Nations selected tint city for the first International Silicosis Conference. In the United States t!e first study of the effect of dust was made by Dr. A. J. l*anza, an officer of the Public Health Service serving with the Bureau of Mines. His observations, made on miners in the Joplin, Mo., district and published by the Bureau of Mines and Puldic Health Service, 'rave been coofirmed by subsequent studies. Agencies which have dene and arc now doing investigative work are the U. S, Public Health Service, tlc Bureau of Mines, and the Universities of Harvard, Yale, and Pennsylvania. Private persons have alao contributed valuable information on silicosis. , The word `'piieinn&nfK'onio^is" is of Greek origin and means "dusty lungs.** It is an inclusive term and is being used ttow more than previously with a designation as to the type of dust responsible tor the pathology. There are few instances where a pure dmt. *. c., one unmixed with other elements, occurs in Industry. The intelligent consideration of the relation of dust to the etiology of pulmonary disease must incindc the following: l. Chemistry and petrography of dust, Z Con centration, 3. Sir? of particles, 4. Condition of worker at beginning of exposure, 5- Length of exposure, and 6. Effects produced. The dusts most frequently met with in the industries are inorganic--inddentalJy; more harmful. It has been shown conclusively that silks, one of the most common dusts encountered, alone produces more permanent pulmonary damage titan all other causes combined. Condition of Worker at Beginning of Exposure Reference has been made to the manner in wind) a tuberculous infection is aug mented by the presence of silica. It follows that a worker having a tuberculous in fection, either latent or active, will suffer more from the effects of dust than a per son who is not so infected. It is highly necessary for workers to be examined thor oughly before being permitted to engage in a dusty trade. Experience with miners in South 'Africa has shown that a worker having a latent tuberculosis, or a worker in whom such infection was not demonstrable, or if a worker was of the so-called "phthinoid'* type, lie developed silicosis more rapidly and a tuberculous complication earlier than ffid the normal worker. The length of exposure to dust is evidently a great factor in the production of dis ability. It has been found that the occurrence of silicosis is in direct relation to length or service and concentration of dust. Industrial Health Section 59 Effects Produced In order to determine the effects produced by dust inhalation, a number of studies were made. These observations included a study of the sickness of workers with especial reference to respiratory diseases, physical examinations supplemented by x-ray and laboratory tests, and a study of the mortality records. - I am presenting here some of the recommendations of the International Silicosis Conference on diagnosis and classification. The disease can conveniently be divided mto three stages, designated "first,** "second,and "third** stages. "Ia the diagnosis of every stage of silicosis a history must be established of expo sure to inhalation of silica dust in a quantity commensurate with the clinical and radiological findings. ^ "In the first stsge, symptom* referable to the respiratory system may be slight or even absent. Incapacity for work may be sliglttly impaired. There must be a de parture from the normal to percussion and auscultatory signs, and tltc radiogram must show an increased density of linear shadows and the presence of nodular shadows. "In the second stage there must be an increase of all the physical signs observable in ihe first stage, and the radiograph must sliow an increase m the number and size oi the nodular shadows with a tendency to confluence. There must be some degree of definite impairment of working capacity.. "In the third stage all the above conditions are grossly accentuated, and there is total loss of working capacity. `Tuberculosis may be present in any of die above described stages, altering the symptoms, physical signs, and radfographie appearances, ami the degree of working {capacity- Its presence must therefore inBocrscc the stage classification." Patients with silicosis in uncomplicated form are usually well nourished ami ap parently healthy, except, of course. In the advanced stages. ' Limitation of chest expansion Is a very consistent finding, and unless the patient has engaged in athletics, the extent of limitation is usually in proportion to the length of service. The restriction of the chest was found (each side was measured with obstetrical calipers) to be symmetrical, in contradistinction to the astymeiry occurring m pulmonary tuixrcnkxu. Symptoms Dyspnoea is usually the first symptom and most constant complaint in silicosis, arid it increases with length of exposure and even after exposure ceases, if the dis ease has become well established. Dr. Lanza, the American pioneer in the study of silicosis, observed a very great amount of dyspnoea among the miners with silicosis bi the Joplin District, Missouri. I do not know of any clinician who has faffed to mention this finding when describing the symptoms of sffkooU. It has also been my observation that pains in the chest were a conunon complaint. A cough, which was usually non-productive, and frequent colds were also in evi dence. Diagnosis of Silicosis Most of the physicians with whom I have worked or have discussed silicosis are prone to rely solely on the. x-ray findings for diagnosis. These men had not been doing tuberculosis work, however, and wore not particularly adept in the usual pro cedures employed in making physical examinations of the chest. The x-ray does give more information than any otte other means. However, much can be learned by physical examination, which can usually be confirmed by the x-ray. The following are some of the principal points in diagnosis by physical examina tion: Percussion usually reveals a general impairment of resonance, the intensity oi 60 Tucnty-first Congress--Notional Safety Council which aspect varies as a rule with length of service. This finding is consistent with the character of a generalized fibrosis, which is a common characteristic of silicosis. Tactile and vocal fremitus were not changed appreciably in the earlier stages, but as tlie generalized fibrosis of silicosis increased these were decreased in intensity. Fibrosis of tuberculosis causes an increase in both tactile and vocal fremitus. The condition is, however, localized, whereas the fibrosis of silicosis is general through* out the lungs. In my cases of grautlc cutters there was no marked ciiange to any particular variety of breath sounds in uncomplicated cases, but rather a softening (or "soft pedal" effect) on all tile breath sounds, which naturally brought out the vesicular type of breathing. Rales were absent In the uncomplicated cases. No toxemia was present, which i> accounted for by the absence of infection. Tuberculosis as a Complication of Silicons It is not surprising that workers who have latent tuberculosis infections become disabled earlier than the average individual. It was our experience that cltese cases developed silicosis more rapidly, and that when they <developed the clinical tubercu losis, they were still young people ami the disease ran a more prolonged course. This was not true of the cases which developed silicosis first. The South African invest!* gator*. too, liave observed that the cases which 4hcy classify as "phthlnold" break clown with tuberculosis early fat tiieir mining careers. Physical examination of silicotic patients who are breaking down with a tubercu* lom complication provide* information which is not always available with the x-ray. Dr. Pancoast stated In a talk on prveumonoconi&m at the local (Washington) mcd> ical society recently that during this transitional stage the differential diagnosis is often impossible. When the tuberculous complication has advanced, diagnosis is, of ctrnrse, easy. Inquiry into tlie patient's condition will usually reveal symptoms which are com nu.ni to tmcosnplkaled tuberculous, It \*a our experience that early complaint:, were fatigue, night sweats, increase in dyspnoea, pains m the chest, and an after noon rise in temperature. There was frequently complaint of a cough, which was Iproductive. Many patients Itad licsnoptysis and later in the disease, frank hemor rhages from the lungs. Loss of weight did not seem to occur so early as m tsneom- Hivatcd cases, but when this symptom became manifest, it was marked. Tubercle bacilli were usually found in the sputum early in the disease. The later stages presented no great differences from those fulminating types ok uncomplicated tuberculosis. The physical signs presented variations from those in uncomplicated cases, tnas- much as there existed already a general pulmonary fibrosis. The latent or post tussle rale was constant and not unlike the same valuable pathognomonic sign in un complicated cases of tuberculosis. * The x-rays of cases in this stpge usually revealed areas of conglomeration, or fus ing. of fibrottc markings. They were less distinct in character than tn uncompli cated silicosis. This fact will be demonstrated in the slides. The diagnosis of silkosis is not an easy task. The patient's history, careful analy sis of his occupational life, a study of his physical condition and reliable x-rays are necessarv to determine the presence of silicosis and to attempt* to evaluate the extent of disability present. It is obvious that it is difficult for physicians to do this and a greater task for a lay jury. It seems to me that it would be better to have the sus pected case examined at a reliable clink or general hospital by a group of unbiased physicians and to abide by their findings rather than to have these cases fought out In courts. In most every manufacturing city large general hospitals and tuberculosis clinks are available and the use of these institutions will, it seems, insure better de cision* both to the patient and to the industry* Industrial Health Section 01 Course of Silicosis Among Workers no Longer Exposed to Silica Dust In the study of silicosis one of the most important questions which lias arhen >* the health history of those individuals who have worked in the granite industry fur x number of years and then left, to find occupations in other trades where there wa> no further dust exposure. It was possible during the course of the study at Barre I*; observe 24 such cases. The latency of silicosis has been referred to by Oliver investigators. The South African workers found that "a steady fall over a period of years m dust concentra tion is not associated with the corresponding fall in the silicosis incidence." Dr. Watkms-Pitchfordl also records cases of miners who had been exposed tu dust for n long period of time, apparently sufficient to develop silkosis, but who went into the war apparently not silicotic. He asserted tlvat such cases were liable to develop tuberculosis. Doctor Pancoast - presents a ease of advanced pneuutonocomosis in a quartz miner who had been exposed to dust for eight years. He had hern out ol tlse mining industry for ten years, yet the x-ray showed extensive iwwunioocoK**i* with irregularities of diaphragm, and by fluoroscope lie found the diaphragm rc- stricted on each side. There was, perhaps, a tuberculous infection intervening at the time. . Britten reports two cases of workers wlto had been exposed to dust between seven and dght years. They changed-occupaticns and Had been away from silkecus chist for right and nine years. They developed pulmonary symptoms and were found to be suffering from silicosis and tuberculosis. Tattersal' also observed cases of latent silicosis m his studies: "Some of the men (rock drillers), moreover, hod changed thetr occupation for various reasons quite apart from ItcaiJii, but in due course the imviuhle dyspnoea came on. One man. for instance, worked eight years regularly with rock drills, from 1906 to 1914, then joined the Army, was passed as A-l: but in spite of fits open-air life, dyspnoea came on in 1918, and from then until his death six years later lus illness was a typical case of silicosis " The influence of dust in mortality from tuberculosis Cs clearly indicated in the fol lowing table. New methods of manufacturing stone which created excessive dust by the use of pneumatic tools, were introduced in the granite industry about the begin ning of the present century, and the tuberculosis rate has increased rapidly with their use. The rate lias risen in direct proportion to the length of time during which lltev have been employed as follows: 13 per 1000................... ....... 1890-3894 103 per 1000........... ......... ...1910-1914 193 per 1000......................1924-1926* (during period of our observation*.) A consideration of the mortality statistic* of Barre, Vermont, shows that tsicrc has been an excessive death rate from pneumonia and other respiratory diseases (tu berculosis excluded) during this period. , CZ<tw-- Methods for the Control o Dust in Industry and for the Protection of the Worker By THEODORE HATCH Instructor in Industrial Sanitation, Harvard School of Public Health and Harvard Engineering School The speaker said m part: The health hazard associated with exposure to indus trial dusts varies with the industry and depends upon a number of factors, chief of which are the physical characteristics of those exposed, the chemical and physical properties of the dust, and its concentration in the atmosphere of the work places. 64 Tiventy-first Congress--National Safety Council can be attributed, in most cases, to improper design and location of the collecting hoods and failure to provide sufficient and proper distribution of air flow through them. In some plants the systems have been rendered useless through lack of maintenance. The design of local exhaust hoods is complicated by the fact that the conditions under which they operate vary greatly from one process to another. The bask principle of operation, however, remains the same and certain fundamental rules of design exist which should be followed in all cases. The dust particles thrown off at the point of generation possess kinetic energy by virtue of their mass and velocity. The function of the exhaust hood is to Introduce into the area of dust production a counter force in the form of air velocity which overcomes, the energy of the particles and draws them into the col lecting system. The air velocity required varies with the nature of the process since it depends upon the size, shape and density of the particles and their speed of travel. This function is common to all exhaust hoods and the object of their design is to create^ the required air velocity with a ntwiwmwn total air flow and power con sumption. but at the same time without obscuring or otherwise interfering with the manufacturing process. To this end four rules of design may be formulated: 1. Enclose tlte process as far as possible. Properly located housings or taffies to intercept the particles reduce their energy, and hence decrease the air velocity required for their collection. Enclosing the process also reduces the area of the hood opening and for a given rate of air flow increases the velocity at the face. The me of housings and baffles is limited to processes that do not require close attention and manipulation. Tlte Kelley trap employed with pneumatic rock drills is a good example of a complete enclosure. 2. Locate the hood opening in- the path of the dust stream. In many instances tlte dust is thrown off m a well defined direction, ami by proper location of the hood the energy of the particles can be made to carry many of them directly into the collecting system. This is especially important m the case of !uh speed grinding wheels, for example, which throw the dust particles off at velocities of 10,000 feet nr more a minute. 3. Locale the hood as closely as possible to the point of dust generation. The air velocity decreases rapidly with distance from the opening, and hence, lle distance to the dust source has an Important bearing on the rate of air flow necessary to produce the required air velocity at this point In the case of a four-inch round opening-, for example, the rate of flow- required to develop a given velocity at a point six inches out is ten times greater than that required in the same velocity two inches from the face. It is important to note in this connection, however, that five rate of decrease of velocity with distance is less foe the larger openings. More over, the distribution of flow is more uniform. These facts point to the desirability of using as large an opening as possible. 4. Choose a hood having a uniform velocity distribution over the area of dust production and a minimum flow from the dust-free or so-called ineffective areas. To this end, the size and shape of the hood sltould be determined by the extent of the area of dust production. For example, one opening of moderate size may be satisfactory for a concentrated dost source, but for an extensive area of dust production, the larger opening or even one rectangular hi shape would give better results. Also* % placing a flange around the hood the efficiency of the air flow Is improved and tlte rate of flow necessary to create a given velocity at this point is decreased. Owing *o the great variety of conditions under which exhaust hoods arc employed. It is impossible to formulate a set of rules of design which are universal in appli cation. On the contrary, every problem muse be solved independently. In spite of their limited applications, however, the foregoing rules serve to emphasize the need Industrial Health Section 65 tor a careful study of the characteristics of operations of the dusty process and the importance of the aerodynamic characteristics of an exhaust hood in determining its efficiency. They also suggest the impossibility of employing any single measure of operation as the basis of design. ^. State codes c*xmnoiily specify exluutst hood requirement* m terms oi the negative static pressure at the hood throat. In some cases a single value has been adopted for all dusty processes and an examination of existing codes reveals a considerable variation in the suction requirements. In some cases the diameter f the throat Is also specified. ,,. The use of this index arises from the fact that rt constitutes an approximate measure of the rate of air flow into the hood. This is true, however, only when ihe area of the throat and the shape and size of the hood are also specified. The inclusion of these factors in the specification*, however, is wot enough since the efficiency of an cxlmtst hood is not a function of the rate of air flow, but rather of the air velocity at the point of dust generation, ami this in time is deter mined by the nature of the process and the design and location of the hood. Furthermore, the rate of air flow necessary to develop the required air velocity also depends upon the shape and size of the hood and its distance from tlte dust source. Thus tlie static suction at die throat bears little relation to the dun collecting efficiency of aa exhaust hood aud has no place in legal specifications. On tlte contrary, the only satisfactory index of operation is the efficiency of dust removal itself. Industrial codes slwwld therefore be written m terms of permissible dust concentrations and approval must be based upon actual dust deterrainauons in the factory. In this connection it must be emphasized that visual inspection t? not enough since with the ordinary condition* of illomktalion, coftccwtfalicn below 50-60 mfllion particles per cubic foot of air cannot be detected by the eye atone. In itencral. concentrations of this magnitude arc well above the hygienic safe limit. Satisfactory data upon the design of exhaust hoods can be secured only through experimental investigation and experience, combined with actual quantitative meas urement* of dust collecting efficiency and carefully executed investigations of this source must replace the present uncertain methods of design. - . - f\ Methods of Protecting the Worker Against ' Dust: Inhalation By PHILIP DRINKER Associate Professor, Industrial Hygiene, Harvard School of Public Health, Boston, Musa. Tlc siliconis problem in this country is not a pleasant spectacle for those of us concerned with Industrial hygiene and safety measures. Painful as the cure pay be. it consists of two perfectly definite steps; (a) medical examinations of new employees am! routine examinations of all persons exposed to dangerous dust con centrations; and (b) reduction of dust concentrations breathed by workers to what are considered to be safe limits. __ It dustiness can be controlled by local exhaust fans and dust collecting equip ment, protective devices such as respirators or positive pressure helmets have w place except as emergency equipment. However, many processes like abrasive (sand or steel) blasting, paint and enamel spraying, porcelain manufacture, stone cutting, sand grinding, ainJ the like, will not, in all probability, be made reasonably dust free for some years to coroe. In work of this type, respirators and other protective devices have an important place. The safety man should understand thoroughly what can be expected of protective devices, and above alt, should be able to check and observe whether the workmen arc gettin the protection they require. 1 66 Twenty-first Congress--National Safety Council One sees occasionally statements to the effect that respirators have no place in industry because tltcy filter out only large particles and let pass the small ones which are always the more harmful. Against this is the indisputable fact that the dust catching efficiency of several makes of respirators exceeds 90 per cent oo silica'dust, with particles Jess than 2 microns, A careful measurement of the size of dust particles entering and (caring respirators shows a slight but unimportant redaction in average size of the dust particles. But by far the most convincing proof that well built respirators remove dust is the microscopic examination of the nasal discharge and sputum of a man who wears a respirator in a dusty atmosphere, and of one who does not. Requirements foe Respirators. Up to the present time our only U. S* specifica tion* for respirator* have been formulated by the Bureau of Mines. Respirators submitted to their Pittsburgh Experiment Station are tested according to a schedule which Is the direct result of their piooecr war work in gas masks. The Bureau requires far approval that a gas mask canister (which includes respirators) Iwvc at least 50 per cent filtering efficiency against tobacco smoke, measured at 85 liters per minute, and a resistance at ell times of less than four inches of water gauge, and that the filter shall not plug readily and thereby snake the breathing resistance prohibitive. They require also a "man test*' in which the respirator shall give adequate protection to men performing light work rn an atmosphere containing an irrcspteaMc suspension (not silica) of definite concentration. A paper by Katz. Smith, and Meitsr of the Bureau of Mines, las made it clear that these specifications arc inadequate for respirators in daily use in industry. A resistance of four inches at 85 liters per minute is too high for any kit the trained subject such as the soldier m war time or the rescue squads of our mines and public utilities. Kate showed that respirators with high efficiency and low resistance were entirely practical to manufacture and to use. * The Bureau determines tobacco smoke efficiencies by estimating photometrically the smokiness of air entering and leaving the filter of the respirator. The actual density or concentration of the smoke particles in air is not estimated. By a similar photometric procedure, the filter can he tested for silica dust efficiency. The test is rapid and reasonably accurate--hence, its appeal tn the laboratory worker. For tobacco smoke testing, the method works nicely but for dusts it is not, in the writer's opinion, satisfactory. A dust concentration far higher than that ordi narily met with In dusty Industries is essential to the test, and unless special measures are u*cd, the actual concentration is unknown, For some time, there have been used in this laboratory the following test methods: 1. Definitely known concentrations of finely ground silica (less than 2 microns) within the concentration limits of approximately 50 to 200 million particles per cubic foot are drawn through the respirator at 2&3 liters per minute, the effluent air passed through a standard imfunger, and the implnger sample compared against another sample, taken at the same time, of the unfiltered air. Comparisons of the two simples can be made hy the standard dust counting method by twbidiroetry or photometry. The last mentioned is much the quickest and is sufficiently accurate for all practical puqroses. A ten* to twenty minute dusting should give an efficiency of at least 90 per coat. 2. Finely ground calcium carbonate (less than 2 microns) in the form of "whiting limestone" or of magnesium oxide smoke (less than l micron) from burned mag nesium ribbon can be determined cither chemically or photometrically, both proce dures being quicker and more accurate than the coaming method. A 90 per cent minimum efficiency Is required, the test concentration varying from 25 to 150 mgs. per cubic meter. 3. By burning yellow phosphorous, a wet white suspension oi about the texture of tobacco smoke is obtained. A filter which shows SG per cent efficiency against this substance usually exceeds 90 per cent against fine silica Estimations can best Industrial Health Section 61' be made cither by using two implngcrs in scries or by electric precipitator and determining chemically the quantity of smoke collected, _ 4. Smoke made by burning various kinds of pipe tobacco arc a little caster to catch than the smoke formed by bariting the special mixture used by the Bureau By drying thoroughly ordinary pipe tobacco and using chemically dried air, a smoke approximating that used by the Bureau is apparently obtained. A filter which shows 50 per cent efficiency against smoke from dried tobacco WtH generally exceed 90 per cent against all dusts, . 5. Resistance to airflow; by the Bureau's set up, should not exceed 9 3 indies before silica dusting (hem 1) nor 0.4 inches after dusting, both resistance tests to be mode at 85 liters per minute, using an inclined manometer and suitable flow meter. (The Bureau now permits any resistance less than four inches.) A more exacting resistance test is obtained by drawing through known amount* of magnesium oxide fume which has an extraordinary tendency to plug filter*. 6. For die man test, a small hole is punched through the face piece of the respirator and a small bore, dust free tube is connected to a special type of impinger or to an electric precipitator. A mart, wearing the respirator, performs moderate work in an atmosphere of known dustiness and air from within tlve face piece of the' respirator Is sampled for dustiness at a steady- known rate of alxrnt 15 liters per minute or less. The dustiness of the sample thus collected should not exceed 2 million particles per cubic foot or have an efficiency of less than 90 per cetrt. whichever rating is the marc exacting. The sampling rate, In this case, must he about 15 liters per minute, m order not to interfere with tlic natural respiralc-rv efforts of the subject. If it is desired lo sample by impingcr. a tube with a nozzle diameter of about 1.6 millimeters f instead of the standard 2*3 millimeters) should be used, whh which instrument* a rale of IS liters per minute w suggested. Requirements for Sandblast Helmets. Winslow, Greesiburg, and Reeves have .drown tliat positive pressure sandblast helmets can be tested while actually in nve by the sandblaster. An Improvement of their technic has been made by Grcenburg and Bloomfield, so that anyone familiar whh the standard impinger outfit can per form the necessary tests. AU admit that sandblast helmets should be tested under practical sandblast conditions and not In the laboratory. A hole Is made in the helmet, a suitable rubber tube connected, and the mr within the helmet sampled by the standard impinger, at 1 cubic foot a minute, for a reasonable period--preferably at lean twenty minutes. T5w subject slbould he sandblasting throughout the period of sampling. The dustme35 thus found should be less than two million panicles per cubic foot, regardless of the abrasive used or the condition of the objects being blasted. As a control, it is advisable to sample the compressed air supplied to the helmet in case the air supply Is Itself also dusty. Requirement* For Paint Spray Masks. As paint spraying is carried out only ttifth a convenient source of compressed air at hand, it it natural that masks supplied with positive pressure should be used. Like the sandblaster, the paint sprayer moves about but little and is not greatly inconvenienced by a light air-fine attached to his back or clothing- While spraying under practical comfit ions, ate wrthm his mask should be sampled and the protection afforded by the mask rated in terms of the concentration in3*dc the face piece. The device should give the same measure of protection as afforded by the sandblast helmet. The manufacturer of protective equipment should he allowed all possible license in modifications and improvements having to do with appearance, obstruction to vision, comfort, ruggedness and practicability of his equipment. If the manufacturer desired his product to be certified as to its performance under the conditions for which he designed and built it, the prospective purchaser and safely engineer b equally desirous of knowing the performance data. __ In view of the past work of the Bureau of Mines, the unquestioned integrity of 68 TzvaUy-prst Congress-National Safety Council its personnel and the uniform high caliber of its work, the Bureau's laboratories at Pittsburgh seem the logical place for sttch certification to be clone. The manu facturer of protective equipment welcomes definite specifications' he can meet, no matter how rigorous, and expects to pay the testing bill whether his equipment is passed or rejected. No private testing laboratory would be expected to undertake this type of work without charging the manufacturer a foe adequate to give the laboratory a reasonable profit. The Bureau's fees hi the past, for this type of work, have been modest, but the funds reverted to the U- S, Treasury, and not to the Bureau's laboratory. Unless an absurd and wholly unnecessary hardship is to be placed upon the Bureau, it should be permitted to do such work on a cost, or pay-as-you-go, basis. General Discussion Cbairmaj) Grecnbtirg after delivery of the papers invited discussion, which was lengthy and spirited. This may be summarized * follows: Dr. H. K, Pancoast, Philadelphia, pointed out that while X-ray presents the best method of observing changes m the lungs and also for determination of their Incapacity, most examination* are not thorough. This point is frequently overlooked. Expert evidence is very important in making a diagnosis and grading incapacity. The point made l>y Dr. Russell, of the advisability of special boards to decide the physical status of employees exposed to. silica hazards, was also emphasized by Dr. W. J- McCouoctl. Metropolitan Life Insurance Company, New York City. In this connection Commissioner R. G. Knutson, Wisconsin Industrial Commission, spoke of the difficulties experienced In Hatutiuig compensation cases. He suggested amendments to the occupational disease laws in various states for the complete coverage of occupational diseases. so that claims can be decided by the comrmssinas rather than by common law. The conflict of testimony by so-called experts appear ing before live commissions is sometimes remarkable. In some cases a final decision ls been necessarily withheld until after an autopsy. John Roach. Deputy Com missioner of Labor, New Jersey, advocated the appointment of a Medical Board to Ike paid by the State whoee opmkm m compensation cases should be final. There is a great difference of opinion about these cases, said Chairman Greenburg; the compensation commissvoo* differ, the doctors differ, and on the other hand, industrialists have not been alert to the situation: but they can do a great deal in tlve future. Compensation Boards in the past have been somewhat arbitrary in their decisions. Some time ago I suggested in Connecticut that the commission should be made tip of a lawyer, a physician specialist, and an engineer; but tlus suggestion did not meet with very much favor. Asked to outline how silicosis cases are handled in Canada. Dr. J. G. Cunningham. Toronto, Ontario, said: Our taws define the terms silicosis and tobercutosis, and they further define the industries and occupations affected but they refer to raining especially. The eases come from the mdivkfaal physicians and arc referred to the silicosis board When the claim is received, the board examines tlw records xnd the claimants-, to see if die regulations of exposure have been complied with: if so. the claimant is personally referred to the silicosis board; two or three of the members examine the case personally, and tlven each case is decided by all three members of the board. The claim is then referred back to the compensation board. Tv/p other points of interest occur to me, he said further: first, we have had a number of stone cutters with 15 years exposure to limestone, contacting tuberculosis, but Iti every case the occupational history showed that they previously had cot sand stone; second, in an extensive examination of workers exposed to silica dust and alkaline powders, reports in the literature have shown the rapid development of silicosis, but in our experience an examination of two small groups with similar exposure has shown only a small amount of fibrosis. The importance of exposure to coal dust also has not yet been sufficiently realized. Industrial Health Section 60 Dr. J. P- Leal, V~ S. Public Health Service. Washington. D,, C.. cn|dia<ized the point made by Processor Drinker concerning the use of masks, that the minimum jiressure necessary to operate such a mask should be used, that a decision should be made as to what this is. and that we should be sure that pulmonary excursion does not operate against appreciable pressure and against proper and continuous limp ventilation. , It is important to find some workable protective device, said Mr. Roach, that wBI protect workers in sixty or seventy different industries where the exposure exists. It is possible that in laboratories a well made apparatus will work fairly well, but In the various Industries workers arc found who have sharp and irregular features. atuI many times a mask or respirator will not work on these faces as on other workers with round, smooth features. The protective device thus becomes a menace rather than a help. We are also very much concerned whether the filter is satisfactory *nd will properly strain out the particles. It ha* been mitio>e<J said Dr. Ri**ell that torse limestone and sandstone worker* have had silicosis. We roust remember that granite workers and others have shown the presence of silicosis, although they have not been directly exposed, and otiver workers beside cutters have shown the presence of silicosis, all of these cases being due to previous occupational exposure involving silica Itazarrfs. Recently we had a ease of a man with silicosis and tuberculosis, his job Haring been lfinding coal (not a real silicosis exposure), but previously be had been a gold miner. He is now 50 years old, has tuberculosis, and three of his five children also give positive tuberculin reactions, which is against tlve usual conception that tuberculous from silicosis w transmissible. Professor Drinker said: I have been asked whether T consider a respirator a good protection if no other apparatus is available. My answer k that it would not be. In a high concentration of dust, if tl>e respirator is functioning properly, it should reduce the amount of dust Iweathed. But a respirator is not really an eight-hour dny apparatus. In otJier processes, however, where the work is intermittent and a work man is not obliged to wear his respirator continuously, ft should function as an efficient protective apparatus. WEDNESDAY MORNING SESSION October 5, 1932 For the record of this joint session of delegates of the Industrial Health Section with the Chemical Section, see page 166 of this volume. WEDNESDAY AFTERNOON SESSION October 5, 1932 Gtairman Greenburg. on the opening of this session, called for the report of the Nominating Committee and officers were chosen as follows: For Chairman, Dr. R G. behind, American Medical Association. Chicago, Vice-Chairman, Dr. W. R. Redden, American Red Cross, New York City, Secretary, Dr. C. O. Sapping!on, Chicago. Chairman Greenburg then introduced the first speaker. 70 Twenty-first Congress--National Safety Council ] ^ . Heat Effects ^^ Dr. R. c. ENGEL Medical Director, Service Department, Corrigan, McKinney Steel Co., Cleveland, Ohio The speaker first described the thermo regulatory apparatus of the body. He then said, in part: Heat is an essential factor la the maintenance of life. Physiological adaptation has not kept pace, however, with the rapid evolution of environment. In addition to changes in the beat output due to various states or muscular work, variations in ifiet have an influence on heat production. Mechanically considered, man may be regarded as a holt machine having an efficiency, when performing external work, of 20 per cent to 28 per amt. according to degree of training and individual muscular power, the average being somewhere about 23 per cent. Consequently the 77 per cent of calories required foe work must be dissipated as heat. Heat dissipation is dependent upon complex physical and pjiysiotegical factors. There is an interchange of heat between the body and its environment, ordinarily at the expense of the body. Heat is regularly lost from our bodies in a number of ways: First, by radiation and conduction from the skin, about 73 per cent; second, by evaporation from the rich), 14.5 per cent; third, by vaporization from lungs, 7.2 per cent; fourth, by expired air (warming of air) 3.5 per cent; fifth, by urine and feet*, 1.8 per cent. It is obvious Uut the relative importance of these factors will 'vary with conditions. Thus, high temperatures will tend to lessen the loss from radiation while increasing that from evaporation, owing to the greater production and more rapid evaporation of sweat. ^ Hill estimates that the water lost through sweat in man, in absence of physical labor, is about one quart a day and may be as liigh as six quarts a day during hard labor or under conditions of high temperature, live normal water Intake under working conditions frequently fails to compensate for these enormous losses of body fluid and salts id perspiration and urination. The normal intake of salt is 7 to 15 grams per day and under normal conditions all but one to two grams of the amount taken in should be pot out through the urine. The average loos of 2,1 grams would amount to 8 grants loss for a four-hour period or 16 grams ia eight hours. Talbot and Hauger's blood studies show that the norma! content of sodium chloride is on the average of &5 milligrams per cubic centimeter, and that with sustained exertion profuse sweat increases the output of sodium chloride so that the sweat content at the end of an eight hour period approximates 8 milligrams per cubic centimeter. At the same time the chlorides in the blood increase and the concentration of the blood is greater. As the profuse sweating continues, there Is a sudden decline in gastric aridity, as well as a change in the hydrogen concentration of the blood slightly to the acid side. This series of chemical changes result in a clinical state of dehydration, exhaustion and fatigue. We therefore find the case of heat exhaustion presenting the following symptoms: Patient with a pale, cold and clammy skin, bathed in profuse perspiration, nausea and sometimes vomiting. The temperature is usually aub-normal, 98 to 97 degrees Fahrenheit. Pulse is small, rapid and wok. Breathing is shallow. Heart sounds arc faint and blood pressure usually low. The patient may. however, present a different picture and be diagnosed M heat cramps m which the foregoing symptoms are not as pronounced, and the chief com plaint Is of cramps or spasms of muscle* of the legs, hands, feet and.abdomen. This attack of cramps is very often so severe and painful as to make hospitalization also necessary. Gastro intestinal upsets, loss of sleep, insufficient rest, fatigue, worry and use of akoliol all are important factors in the development of the attack. Prevention of heat exhaustion and heat cramps is largely a matter of health educa tion which must be under tl>e direct supervision of the medical department of the Industrial Health Section 71 industry. Workmen who are compelled, on account of the so-called hot jobs, to be exposed to high temperatures should have sufficient rest or spell periods througltout shift. Installation of large fans wherever necessary will aid in the establishing of a better circulation of air. Daily bathing should be urged and insisted upon. Clothes should be loose, protective and moderately absorbent. This suggestion requires study and different jobs call for different clothing. A balanced diet--less meat and more fresh vegetables. RuUrter states that protein foods seem to increase the metabolic processes of the amino-add* of the body and thereby increase the producttoo of lactic acid. Warm lunches are preferred to cold lunches and drinks because they help to prevent gastro intestinal disturbance. Likewise, over-indulgence in fresh fruit should be avoided: but moderate use of fresh fruits should be encouraged as it may help prevent acidosis. AH alcoholic drinks should be tabooed. Alcohol produces a diminished efficiency in temperature regulation and after large doses the normal reactions to lteat and cold are inhibited. Citrus drinks can be used to advantage as they encourage coolness through evapo ration and also through stimulation of renal activities. Cool water (not below 52 degrees Fahrenheit) to which is added plain table salt wHl assist intestinal elimma- tiem and prevent the toxemia from constipation and replace the sodium chloride loss sustained through excessive sweating. The proportion of an amount equal to onequarter teaspoonful tu six ounces of water is suggested, making a S per cent solution. In 1925, we at the Corrigan, McKinney Steel Co,, began our use of salt in the coke department and ad?led other department* as time went by. This required patience and persistence to overcome the prejudice as to the use of salt. Since 1928 we have had no cases of heat exhaustion or heat cramps reported at our plant hos pital. Previous to 1929 wc had a total of 171 cases--from 1929 to 1928--with a total of 247 lost-time days. I have seen no fatalities or complication* or sequelae in cases of heat exhaustion or heat cramps since 1912 whet) I assumed charge of the Corrigan. McKinney Steel Co. Medical Deportment. That there is something of very definite value m the use of sodium chloride in both prevention and treatment is verified by Oswald. Talbot. Hanger, Haldane, Elliott. Moss, WHlcox, Glover and many industrial physicians, and further by the report* of Marschak, Kraus and Dukclsky as reported in Archives of Hygiene. 1929, as follows: (I) The concentration of sodium chloride in sweat increases with the length of exposure to highsnvi.I*03lEDGtl v&ltempcratures; (2) sweating diminishes the per centage of sodium chloride hi the blood and serum; (3) intake of water dozing sweat ing increases the sodium chloride and water output; (4) the changes m salt water metabolism due to sweating ore reduced by the intake of a one per cent solution of sodium chloride. From practical experience, the following conclusions may be drawn:: fa) Loss of sweat cannot he compensated for by drinking water; <fc) in addition, the organism must be provided with chloride, especially sodravn chloride: (c> sodium chloride can be taken in 05 to 1 per cent solution, a* well as in powdered form, tablet fonrror in food rich in salt; (d) the quantities. ^ sodium chloride agHj_water to be admrnifctercd dcpcQtL-Uppn_rfac_ length ot exposure, type of work, aid. temperature and humidity conditions,, Back Injuries -XA.C. By SUMN&R if. ROBERTS, M. D. Boaton. Mom. The speaker said in part: Back injuries comprise a large percentage of all indus trial accidents, and result io such prolonged incapacity for work; in New York State, m 1930, 25 per cent of alt test-time accident* were attributed to this cause. These injuries may be grouped under three heads: (I) Organic causes, (2) mcchauical 72 Twenty-first Congress--National Safety Council causes, awl (3) treunu. Under the first licad ire the various specific t< which may affect the spine or cause pain iu the back. They are not id themselves injuries, it is the last two croups of the causes of backache which are of particular interest to industry. Among tin: most important of the jnecJwnical causes is poor posture, or what is better called faulty body mechanics. The important factor in poor pooture is not tius outward slump of the body which we see so frequently about us, but the maladjust ment of internal structures and organs which accompany the visible sagging. The nutscles of flic back and trunk as well as those of the extremities have to work at a tremendous mechanical disadvantage. The hollow chest and sloping ribs do not allow the proper movements of respiration to take place. The heart and lungs arc cramped in a narrow cage, and cannot work efficiently. The sagging stomach and intestines which have slipped down into the prominent and pendulous abdomen do not properly take care of the food that is supplied, nor can they tlioroughly eliminate the waste and sometimes poisonous products of digestion. That all these factors lower a man's capacity to work, render iritn more susceptible to fatigue and injury, and make him an easy prey to current mfectkms has been well known for centuries. Hand in hand with the question of poor body mechanics goes the question of tatiguc. It is natural for a man to be Itealthtly tired at the end of the day. but this tiredness <h|spcars over night. By fatigue we mean something which hangs over from day to day and generally pulls a man down and exhausts his reserve. The over-tired workman cannot meet tbe little extra- stresses and strains that the normal man takes as a matter of course and accidents occur. One of the first places that the body shows fatigue is in the back; the back therefore is a most likely spot in which strain may occur. It b not fair to expect too much of every human back, however; sometimes it may get fatigued through no fault of its own. There are many different types of backs just as there are many different types of faces. These hacks belong one to a short, stocky, heavily built individual, and Uie other to the tall, slender, slightly buOt person. When the tall, slender man b put to work lifting and carrying heavy weights hb back may stand it at first, but sooner or later it will give under the load be was not fashioned to bear. There is also one other prevalent cause of back strain that is usually unsuspected by both employer and laborer. There arc many small peculiarities and differences of bony growths that make each spine distinctly individual. Some arc of no importance hoc others weaken the back. Most of these abnormalities occur ta the lowbock either in tiie last vertebra of the lumbar spine or tlte first segment of the sacrum. Finally, there are the acute injuries and accidents which unfortunately occur from time to time in all industries. The hack, roughly speaking. Is composed of bones, joints, ligaments, and muscles. Each of these tissues reacts differently to injury. The injury may be by a direct violence, such as a blow across the beck from a swinging girder, or an indirect violence, stick as a man stumbling and falling to htS knees while carrying a heavy weight on his sfioulders. The acute injuries to joints and ligamenft arc unique problems. lujuries resulting hi strain of the joints or ligaments, or both, of the Iowback are most troublesome, not only to the injured, but to those treating them. Some of these cases are so common that tltey are often spoken of as 'industrial backs" or "laborer's hacks" in a tone of voice whkh implies tliat they never get well. Many of these injuries have lingered* along and have become chronic because they were not given proper treat ment in the first place, and m the beginning proper treatment means rest. There are other adjuncts which must not be neglected, but first, last and always, the primary need is rest. I firmly believe that this type of case should go at once to a hospital and stay there until all muscle spasm and all acute pain ltave subsided. Tiie prevention of the various organic diseases which may cause or aggravate back pain only indirectly falls to industry. It is primarily a question of public health. Industrial Health Section 73 Industry can and should help, however, by cooperation with public Iwalth officials and physickins, and by aiding in the campaign of educating the public in the preven tion and recognition of disease. Mild general infections, particularly of a chronic nature, such aa infected tonsils and abscessed teeth, can be detected and eradicated by careful medical examinations before they have had time to aggravate a back. While primarily such foci of infection may not affect the back, they liberate poisons through out the body from time to time, and this poison has an uncanny way of picking out a weak spot, such as a bade, and lodging there. Their removal is therefore true prevention. Much can be done tn the way of actual prevention ot the mechanical types of back pain. A physical examination will detect the presence of poor body mechanics before a laborer is put to work, but after an apparently wdl sct-up mass starts to work much cart be done to protect him from unnecessary postural strain. It is often said, and truly, that it is harder to sit properly than to stand properly. The right sort of chairs and stools, proper lighting, accessibility of materials, will all protect the workman from excess strain. Fatigue, of course, can be prevented by not over working or driving the men too hard. Care must be taken to see that the laborer is fitted for his work in regard to his body type. The short, thick-set type of man must be given the heavy lifting and hauling jobs, and the slender, tall man the structural type of work- Abnormalities of the spine camtut be prevented; they must be detected before it is loo late. It is the joint and ligamentous injuries that are so difficult to treat, and which so readily produce chronic disability. Much can be done to prevent their occurrence. Tire removal of mechanical causes as already discussed is an important factor. In struction as to the proper way to lilt heavy objects will not only render a workman more efficient, but will also protect him from unnecessarily exposing himself to pos sible injury. The National Safety Council has already published pamphlets and posters on this subject. If a man stoops over to lift an object, bending his knees only a little or none at all. all the weight of his burden is tin-own on his back, ft back bent over and working at a great mechanical disadvantage. On the other hand, if he keeps his back straight and bends his knees, then when be lifts not only is his back straight and at its maximum mechanical efficiency, but the muscles of his lefts and thighs are also brought into play. It is not the great weights that came all U>e back straw?!!, but more often the lesser load improperly handled. Insecure footing is another important factor. A slippery floor, an uneven surface, litter lying about, poor lighting can all make a man slip, throw him off hh balance, and strain his back. A very common story is that two men were carrying an object when one of them slipped. Sometimes It la the man who slip* that receives the injury, sometimes it Is his companion on whom the extra load was suddenly thrown. If two men can barely lift an object, then a third man should assist them. If one of these slips or stumbles, the remaining two will be able to handle the burden. This may seem like a waste of man power, but it is not nearly such a waste as having a man on the disabled list. In order to sum up the various points that have been discussed, let us presume that a man has applied to us for a job. and that we are going to handSc him in the ideal way. First, the man is given a thorough examination by a competent physician to detect the presence of organic disease. At this physical examination bis posture wilf be noted. He will not be required to be 100 per cent, but if his posture is suet? as to materially weaken his body efficiency be wiU be considered unfit for hfcavy labor. If his posture is satisfactory, note will be made of his general body type, and he will not be assigned to tasks for which he is not fitted. Furthermore, an X-ray will be taken of his back to rule out any hidden defects which may be latent there. When he reports for work he will find tools and benches of the proper height foe him to work at. Lighting will be good. The floors will be dean and dry, and will not be cluttered up with debris. If lie is required to do heavy lifting, he will be shown how best to apply his body to the task. If he has to carry heavy objects he wilt have ade- 74 Twenty-first Congress--National Safety Council qiate assistance from his fellow workers. At times he may be asked to work longer boors or exert extra effort, bot this will not be prolonged to tire point oi serious htipe. If this workman in spite of these precautions is injured, he will report at once to a physician who will carefully examine and X-ray him, and prescribe treatment, not hesitating to put him flat in bed for a prolonged period and In a hospital If neces sary. When the acute symptoms are over, and he is on his feet again, he wffl be given light work at first, and not return to hear}* labor until lie is physically and mentally ready for it. CD-cvi /- (? Strains, Sprains and Contusions ^' * By HENRY H. KESSLER, H. 0. Medical Dirrctor, New Jersey Rehabilitation Commission, Newark, N. J, The hulk of injuries that occur to industry are made up not of fractures, including injuries or serious injury to vital organs, but of a group of lesions that are fre quently called minor injuries. Strains, sprains and craituskxis are included in this category. It Is easy to understand why this should be If we analyze the mechanics of injury. When a solid object strikes the body at any point the tissues In between the striking object and the most resistant tissue, for example, bone, become compressed. This compressive force may be very mild and cause no serious injury due to the elasticity of the structures that are compressed. Occasionally there may be a local congestion nr stasis due to the temporary paralysis of the nerve supply to the small vessel* lying m the path of injury. If the elasticity of the interposing structures is not great, for example, the tendcm is less elastic than muscle, or, tor example, where the thicker padding of one muscle gives it a greater cushioning effect as against a thinly padded part or if the compressive force is more severe, sometiuhg must break. The first structure to go is the blood vessel, be h artery or vein. The rupture of tltese vessels causes hemorrhage into and around muscle, tendon, nerve or other struc ture. The extent of the licmoerbagc will depend on the size of the blood vessel that is broken. This hemorrhage gives characteristic color changes from blue-black to green seen in the ordinary bruises or contusion. Ordinarily this hemorrhage causes no otlter symptoms except a feeling of stiffness in a targe muscle or a feeling of tension in a smaller confined area. Occasionally, the hemorrhage may be very ex tensive and threaten loss of blood supply to important structures. In that case or in the more rare occurrence of a local thrombosis, gangrene may result. The repair of this hemorrhage or blood vessel injury^ takes place slowly, first by (he gradual removal of the blood clot, the gradual relief of congestion and the development of new small vessels. In the dissipation of the clot and congestion, muscular action plays an important part. Veins do not empty themselves unless they have the added effort of the muscular structures surrounding them. This gives a clue to proper treatment in the later stage.' These are the general conditions occurring as die result of contusions and hold for practically all parts of the body. A few special areas require special consideration. In the hand, due to the structural arrangement of muscle, tcmkxn, nerve. Wood ves sel and bone, a peculiar condition sometimes occurs foliowing: compressive injury. These`lesions or changes are reflected In neuromuscular, neurqjropbtc and vasomotor disturbances such as hj'peridrosis, glossy skin, ulceration, scattoed anesthesia and paresthesia not corresponding to any definite nerve trunks, paresis, paralysis, con tractures and deformities. These lesions are due to two things; injury to the ves sels alone, followed by extensive hemorrhage and extraordinary congestion into the surrounding tissues. By their compressive force they are sufficient to cause the above changes. The iartial or total stasis of the neighboring structures complicate Industrial Health Section 75 the picture and add to the disabling results of the Wood vessel injury . Auotlrer cliar- acteristic sequela of an injury to the band is that oi traumatic edema. This is not an uncommon condition following accident that is frequently mistaken for a deep seated injury. It is characterized by a thick edematous brauny swelling involving chiefly the back of the hand, coming on m a few hours, days or weeks after the trauma. The trauma may be severe or even trivial. The condition is most fre quently mistaken for infection and cellulitis despite the fact that there is usually little pain. The lesion is essentially a disturbance of lymphatic circulation due to a tem porary vasomotor paralysis, and secondly to the chronic irritation of the lymph tracts by the abnormal congestion of lymph. Contusions in the region of the elbow causing extensive blood vessel injury through compressive force are sometimes fol lowed by a condition known os ischemic sclerosis. Other contusions about the elbow following compressive injury are olecranon bursitis and tenosynovitis. The most common sequele of contusions of the knee is synovitis. This aecumula hart of fluid in the knee joint is a secondary result of the temporary vasomotor paralysis that follows the injury. The general treatment of contusions can he summed up in two words: the imme diate treatment Is rest; later treatment is use. The application of dry or wet cold immediately after the injury has a palliative effect on the pain accompanying the injury. In my opinion it has no effect on tire resolution of the injury or its repair. Within 24-43 hours after the initial injury use of the part should be encouraged. Through use stiffness of the joint is prevented, congestion and stasis is dissipated by muscular contraction, the tone of the muscle is maintained and atrophy prevented. In addition to direct blows the nature of the traumatic force may be one of tor sion or stretching. The effects of this force is to extend the elastic limit of struc tures Hke muscle, nerve and blood vessel causing a break in the continuity of these structures. The most common type of injury resulting from such a stretching is in the muscle and this is called a strain. Stretching of the muscle fibers is frequently accompanied by some hemorrhage of the small vessels or capcLlaric*. The repair of muscle tears is generally complete although occasionally large defects arc replaced by scar tissue instead of muscle tissue. The treatment of these injuries a rest pro longed sufficiently to allow* adequate repair and then followed by gradual and judi cious use to correct the weakness and atrophy that accompanies the original injury. Stretching or torsion of the joint structures including ficimrufi. joaae. and special structures such as cartilages is frequently present m secifoitil iajuwies. Because of tire intimate relationship of these structures to a joint tire loner la imme diately affected. This manifests Itself in complete or partial reiffwt-** of tire j**<ne and pain on certain movements of tire joint, or synovitis. Tfrjiiir m miU cut* ** com plete while in severe cases the repair ma> be mcorapktr. Icirwq * flail nr orutabie joint. The immediate treatment is that of rest, sometimet in tire form of complete irnmobtUzatvon_ by rpfcmj, casts, or other dressings. Later functional use and mas sage and physiotherapy arc fodxatcd. In severe cases surgery muse repair the dam age that cannot be repaired through natural methods. * Hernia should uoc^ properly be included with the previously mratxwwd traumatic conditions. Hernia Is essentially a congenital condition or procrareun of a vtsetts from the ahdocosual wall, and not due to trauma. Workmen's Compensation laws have definitely epitomised this medical attitude by refusing to compensate for tentuu Although hernia may exist at birth or develop soon afterward in on abnormally weak spot to tire abdominal wall, it may also appear fo later life other suddenly following some severe strain or gradually after oft repeated lesser stroma. The de scent of the hernia wito the inguinal canal or beyond the external jogwnol ring may be accompanied by acute pain, rarely with prostration, or nay even descend without any apparent pain at alL In the acute stage, that is, where the hernia descends with se vere pain, treatment should be poeturaL The patient is placed m the recumbent posi tion with hts knee* flexed, and an attempt is made to reduce the contents of tire 76 Tivr,nty~prst Congress--National Safety Council hernia sac. In old standing chronic cases, operation is indicated. Operation is a sufficiently simple and effective method to make it advisable that the hernia be re paired. In the event that the operation is refused, a trass should be wont bat not for a reducible hernia. * In the practical application of these medical facts to industrial practice, certain considerations should be emphasized: 1. Immediate treatment should be rendered strains, sprains and contusions. Im mediate treatment reduces the period of convalescence and temporary disability, and what is more Important prevents the formation of a neurosis. Z Another important consideration which should be emphasised is that active use of the skeleton on the part of the patient la more important than physiotherapeutic modalities. . X Strains, sprains and contusions have their medico-legal aspects. From experi ence we know that the majority of these cases get well and, therefore, should leave no permanent disability wi the average case. Again, aggravation of a pre-existing disease by strains, sprains and contusions should be looked upon with a great deal of skepticism. Each case should be examined and interpreted individually and should be made to conform to a series of postulates act up for the disease m question. Injuries to the Hand Ou. By DR. HENRY C. MARBLE Beaton, Mass. Tire speaker said in part; The anatomical structure of the human hand is very complex; H is fine ami accurate on the one hand, as In the vtoton player or m the weaver, ami rt is coarse and ragged on the other iiutd as In (It* qttxrryman or the pugilist. It is, therefore, anatomically, a very flexible body. The skin on the one hand may he soft and accurate and on the other it may be tough and resisting. The fine muscles of the hand arc tiny and accurate but the small muscles within the hand itself arc not particularly strong. The hand itself is not strong. The entire strength of the hand cooks from the strong muscles of the forearm in front and in back and not from within the hand itself. The hand represents the engine, the fore arm represents the steam--the power comes from the forearm--its utiHxatSoa comes front the hand. Wrfhtn the bands and the wrist there are twenty-nine separate bone* beautifully and accurately fitted together and perfectly articulated. The tendons which lead from the forearm to the fingers and to the hand are strong, rugged and supple. There fore, you can see that the hand k a perfect and beautiful mechanical structure and possesses a tremendous range of strength, elasticity, and mcdianica! precision. Injuries to (he hand can be grouped as follows: 1. Squeezes of the hand without a cut. These may be very slight as from a squeeze in a door or in a desk or drawer, or they may be very great and of major consequence as in the common squeeze of the hand in a washer or wringer or press. These cases may show little or no external evidence of injury, no cut, little bruising. The injury is usually inside die skm, m amongst the delicate muscles, tendons, and nerves, and usually without a fracture. IiomecHatdy following the injury there may or may not be a great swelling, and this swelling may be so great that rt will entirely shut off the nerve supply of the hand and unless properly treated will leave a seriously crippled and maimed hand. 2. Burns of the hands are very common; they range from a simple burn with a natch up to the extensive born from gasoline or oil m which the entire skin area of the hand is removed. X Cuts of the hand extend from simple pin pricks or knife cuts up tn great Industrial Health Section 77 lacerations or great cuts of the wrist in which all of the tendons, blood vessels, awl nerves are severed. . 4. Fractures include the simplest break of the last bone oi the huger, such as is done by a misdirected hammer, tip to a severe compound fracture of the bones of the Hand from being cauglrt in a printing press. .. 5. Infections of the hand arc serious problems no matter how slight. The simplest infections is a simple "run-around** beginning with a hangnail and running around the base of the nail. The next more serious in an infection following a cut. Next w the felon where the pus throbs and beats m the pulp of the finger or thumb. Next, the infection between the bones of the finger* in the fascial spaces between the tendons. Last, aod most serious, is the severe infection which invades the sheaths of the tendons and burrows up. through the hand into the wrist and forearm. So you sec that the injuries that may happen to the hand are numerous; tire extent may be great and the effect may be crippling. Injuries to the hands may be prevented by the following r. (1) Adequate machine guards; (2) care of operation; (3) selection of the help: (4) education of the hands; (5) education of the head*; (6} cleanliness of the^hanrfsThe general principles of treatment for injuries are as follows: (1) Careful examination to ascertain the extent of the injury, and in order to make this examina tion, some sort of anaesthetic & generally necessary. (2) X-ray exammations. ('3> Immediate cleaning of the injured parts, and this is best done with soap and water. (4) Complete sterilization of the injury, this with a chemical sterilizing agent, (5) Careful repair of the injury by surgical means, restoring the injured parts to their normal anatomical position. (6) Holding the injury after it Has been repaired until healing has taken place. (7) Restoring the Junction o the normal part. Soenc years ago I analyzed a series of fractures of the Hands treated al the Massa chusetts General Hospital in Boston. These cases were reviewed one and two years after the injury and were scored as to results according to How perfect the anatomical result was and how good the function*! result was. As a result of. the studies of these cases, we found that the result of major injuries to the hand* was between SO and 60 per cent. That is, after a serious hand injury, the result of the best medical and surgical treatment we could give would not exceed 60 per cent restoration of the normal function. ................................... .... But there is one word of hope I have explained that the hand is extraordinarily complex, that it Is wonderfully mechanical, but now I want to bring nut the last feature--that is the ability of the hand to function under adverse circumstances. As a result of tire study t have outlined, fractures of the hand with an anatomical result of some SO to 60 per cent, we found that even with these partially disabled hands the patients had an economic restoration of about 95 per cent.. Thus, the hand though maimed, the hand though crippled. Has tremendous powers of readjustment and in mftfr circumstances can do a ICti per cent job with only a 60 per cent hand. ADJOURNMENT , TW ENTY-FIRST ANNUAL SAFETY CONGRESS NATION AL SAFETY COUNCIL Industrial Nursing Section Officers 1931-32 Chairman--Miss Gkace M. R, X.. Supervise?* Nurse. New York Central Railroad Company. Albany. N. Y. Fice-Chairmaa mad Secretary--Assume Matthews. R. X.. Crowell Publishing Company. New York City. THURSDAY LUNCHEON AND AFTERNOON October 6. 1932 . This meeting was a Joint Session with the delegates from the Industrial Health Section After an informal luncheon, held in the VVarthiran Park Hotel, the session was called to order by Chairman Grace M. Hcidel, R. R. Supervisory Nurse. New York Central Railroad Company. Albany. X. Y-. who presided. After welcoming the delegates, Chairman Heidel introduced the first speaker. What Is Public Health Nursing in Industry? By DOKOTHT DEMING, K. N. Editor, PtMte Health JCwraioc, Htir York City The speaker said k pert: Fifty jtart from now ail.nursing everywhere will be public health aunua* and ourwag in iodneary will mean public health nursing. This is true already m several European cotiweriet. But i*i the meantime, most of tts have graduated from uaiming dwh with a more limited point of view. And we have not developed die pafetic health poke of view m private duty work. The public health nurse's aha is to weefc hersoM oat of a lob. She can do this wholeheartedly because her salary fei sot depend* t on her employment in any one case. She would like to see everyone know how to harp vreB. and if illness does slip in, know when to call the doctor aod know the first poooptes of home nursing. I consider that there are four pufefic health nursing functions of the graduate nurse in industry. These are; The nurse as technician, the nurse as executive, the nurse as social worker, and tiae norse as teacher. The nurse as technksm needs no explanation. A graduate registered nurse m the position of responsibility of the nurse in industry should have at her finger tips the skills and techniques of the hospital ward--an up-to-date hospital ward. Her first aid procedures, her assistance to the physician, her surgical technique, should be above reproach. These wBI always be the foundation stones of her service. 79 so Twenty-first Congress--National Safety Council The nun, as executive is also well understood. The routine of the first aid room, its arrangement, atmosphere, the promptness of her service, the record system, her relationship to other departments, in short, the management of her domain, is an important phase of the industrial nurse's job--probably difficult at first for the nurse working alone, but a phase over which she must have full control if she is to use Her time to advantage and make her office a place in which the employees find and return for friendly, prompt, efficient service; The nurse as social worker: this function is not as formidable as it sotasds to (hose of us who haw a wholesome respect for the training of social workers. It simply means that the industrial nurse recognizes a social problem when she sees it and knows where to turn for advice and help. Ttiere are established agencies in die community ready to help in such cases and to relieve the nurse of (lie investigation necessary to a sound plan of assistance. Or the industrial plant itself, recognizing that a social problem may be as serknis as illness in its effect upon the worker, administers a personnel department to which such cases may be referred. Cases of this kind include, inability to meet rents, housing problems, debts, desertion, marital difficulties, delinquency among the children, dependent relatives, drunkenness, the problem of the unmarried mother, etc. The last and greatest opportunity of the industrial nurse is her function as teaclier. The governor of one of our great states recently said, "it is entirely wasteful to feed and clothe families from the relief funds only to let them die for want of adequate protection against communicable disease." Sp in industry. How pointless to pot iodine on a scratched finger of a worker, only to send him back to his job to stand next to a man who has a sore throat, is running a temperature, and is coughing and sndbzing! Or--an even more obvious situation--a worker frequently reports a headache, is given aspirin repeatedly and sent hack to ids work, but no questions ate asked as to a possible cause of headaches, with the result that a few weeks later be has a serious accident due to defective eyesight. Not many industrial nurses have time, unless they make honut visits for the plant, to know the families of workers. Yet industry has an integral part in corntmamity life and carmnt be considered Isolated or unaffected by what happens to its workers during half of their time. Frequently it is the industrial nurse who first hears from the worker coming to her office of a hon>e condition which calls for health service. Perhaps a foreign worker tells the nurse that his wife expects a new baby--has his wife then seen a doctor, would she like the visiting nurse to call? Perhaps a worker Cells the nurse that the doctor says his daughter has scarlet fever---has she then a nurse? Docs his wife know what to do? Is he (seeping away from his daughter? Has the Board of Health been notified? Or the worker himself may send word that he lias influenza--what arrangements can be made for his care, what warnings are to*be given to His fellow workers to report at the first sign of a cold or feeling chilly? What teaching can the industrial nurse offer to groups or singly if an epidemic of cold breaks out. or boils, or a run of infections from slight cuts? In summary, we believe the industrial nurse, who is thinking of her job as a public health opportunity, attempts.to cover the following points: (I) She knows com munity resources for health, the local physicians, social welfare agencies, hospital care, home nursing, clink and convalescent service. She tries to work as a cog In the wheels of these community agencies, not as an independent piece of machinery hedged in by factory walls. (2) She attempts to give to each individual simple, practical and applicable advice in maintaining health and building resistance to disease. She Hfollows-tbrottgb" on the doctor'* orders. This may mean instruction in diet, daily habits, Mnnnmization measures or advice on some one specific trouble. (3) She takes advantage of every chance for group education through posters, pamphlets, talks, campaigns or classes. (4) Site keeps accurate records, analyzing and sum marizing them from time to time to cull from them conclusions as to health and safety conditions In the plant and to gain an estimate of her success or failure in Industrial Nursing Section 81 getting defects corrected and health habits adopted. (5) She reads her professional magazines, attends local, state and national meetings, keeps up to date in her pro fessional field and assumes a recognized place in her community and industry. (6) She keeps her own body and mind in the Mpink of condition" that she nay teach by example the value of good health and mental poise. In short, she tries to become as Dean Goodrich says--"a great social force" capable of the highest inspiration and achievement in her >ob and m the life of her community. The Industrial Nurse's Contribution to the Conservation of Eyesight By MARY EMMA SMITH. R. N. Director, Nitfsmg Activities, National Society for the Prevention of Blindness, New York City The speaker said in part: Although most industrial eye accidents are preventable. ,t js estimated that in American [industries more than 2^00 workmen lose one or both eyes, 300.000 minor eye injuries are received, and approximately $50.000,WO is wasted in time lost, compensation and medical bills each year. This price, added to the economic waste, mates blindness rank next to death in seriousness. It is difficult for the industrial nurse bo think of sight conservation apart from her everyday program, because It is so definitely a i*art of the whole. Everytliing that is done to promote better health has its influence upon the eye, because of the inter relationship of the various bodily functions. Abscessed teeth, sinua and tonsil infec tions, faulty nutrition and other abnormal conditions may cause serious complications in the eye- It ts easy to realize the part eye health plays in mental hygiene when we think of the close connection of the eye with the nervous system. Eye strain may be the cause of many cantankerous dispositions, even serious maladjustments. The nurse's activities day by day u lielpvnj? to save sight will depend upon the particular type of plant, and the administration of the beaJlh and safety services. The nurse must know toe activities site is responsible for, and her relation to others in the plant raterested In the health of the employees. The higitest type of ethical aiui professional practices must be followed. She must attempt only the part of the job that Is rightfully a nurse's and not infringe upon the field of the physician or others. Moreover, it ts wraportaut for lier to know the particular eye hazards in her plant, and the precautions that are used in overcoming them, since eye hazards vary in different types of workshops She should be familiar with toe state laws govern ing compensation for eye accidents and all other legislation relating to tl*e eye. A familiarity with the more serious eye diseases will be nee*led so that patients showing symptom* of abnormal conditions may be referred for medical examinations and so lliat she may follow up the cases to see that prescribed treatments are carried out. It is very important for the nurse to understand just wltat ts meant by first aid treatment. The oedy kind of foreign body in the eye that the nurse may attempt to remove is one which is floating around. If it ts firmly adhered or is imbedded, it is a case tor the doctor. Physicians emphasize the danger of touching the eyeball with any mechanical device suds as an applicator covered with cotton or handkerchief, etc. The nurse's standing order from the plant physician or medical committee should contain provisions for such emergencies. The intelligent and sympatltetic nurse can do a great deal toward helping employees to see that foreign bodies roust be removed only by persons who have had proper training in safe methods. The nurse will also have a chance to help build up the right attitude toward wearing goggles mod the use of other safety devices. She may be able to help main tain good standards of lighting and sanitation, both factors in eye health. She should have some knowledge of plant illumination and the part it plays In the prevention of 82 Twtuiy-firsl Congress--National Safely Council accidents and eye fatigue. The educational program in sight conservation both in the plant and in the home of the employee offers a great opportunity to the industrial nurse. She should be prepared to give reliable information upon all pluses of the subject--prenatal supervision, care of the eyes at birth, early care for cross-eyes, testing the vision of the child before it starts to school, and even the eye diseases of old age. How the Nurse Can Share Health Information with the Worker By ELIZABETH WIHTON, R. N. Rdvrard G. Budd Manufacturing Co., Philadelphia, Pa. The speaker said tn part: X believe that the ability of the nurse to talk mdivivkhrally to her fellow workers about matters of health is her most valuable asset. Her hospital training has impressed upon her the value of observation. The day's work in any industrial dispensary ts fall of opportunities. For example: A man may present himself to the nurse with a cut finger. Bat more evident thin the cut finger is an awkward posture and ^ngainly gait telling her the story of painful feet. She inquires if his feet are sore, and be wittingly gives the information that "hU dogs have been bom lately.*1 After the finger is dressed the feet are exam ined, and there is certainly souse help that can be suggested A simple talk on care of feet1--treatment of corns, cause and prevention of bunions, proper footwear, causes of attdete's loot, what produces fatten arches, and fiow to prevent them. The wav thus is opened for the man to ask questions, and you can share with him your health knowledge. A man may come to the dispensary frequently to have bolls dressed. Perhaps your company has only arranged for the services o>f the physician to see industrial acci dents at prescribed 1tours several times a week and at times of emergency. You may have the physician's permission to apply certain medfeattoas to boils, but that is die extent of the treatment you can give him. There is nothing, however, to prevent you giving him some information as to the various causes of these iufectiou*I can recall a case of diabetes which was uncovered by just such circumstances. The man was put in touch will) the proper source of help when just a ttltle more delay would hare mode it too late. He was able to return to work, thoroughly sold on the idea of keeping in dose touch with the medfcal source to which he had been referred for examination and treatment. An employee reported to the shop dispensary to have dust removed from his eye. The nurse noticed a small lesion which she believed to be a beginning slcn cancer; his glasses rested on this lesion. She impressed rt upon the man that it was the sort of thing which should have attention, she advised that he see hh physician, and also have his optician adjust his glasses so they would not rest on this lesion. And the nurse need not confine her efforts to health tn the purely physical aSbnents of the employee. She can emphasize the advice given in the home by the school nurse and the community nurse by reaching the father with the same message. Perhaps greatest of all her opportunities is the chance she can make by the rimplkrity of her talks for the burdened mind to unload Its burden. We all have troubles, and we all like a sympathetic listener. The nurse has unbounded opportunity to relieve many temporary mental- upsets and prevent future mental and personality Sts by sympathetic listening and wise suggestions. ADJOURNMENT TWENTY -F1 RST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Safety in Foremanship by the Conference Method TUESDAY MORNING SESSION October 4, 1932 The Purpose of the Conference Process By M. J. KANE Plant Training Engineer, American Telephone and Telegraph Co., New York City In four short talks, we hope to secure a better understanding of wliat I call the "Conference Process" and its application to the safety movement in indmtry. It is not my intention to give you anything which resembles training in. the use o the conference process. That would require much more time than we have available and I doubt that it is your chief interest at this time. The principle aim is to give you an insight into the nature and purpose of the process acid somettuog of its applica tion and technique. ... . Much has been written concerning conferences and discussions in the past tew years and a confusion of terms has resulted because of the variety of purposes which have b~n served. I do not believe that there U any standard process which can ^ be applied to all types of situations where people meet and confer. In fact, limiting otar discussion to those meetings which the management of an industry would*conduct with its employees, there are several different types which require special treatment. In choosing to discuss the conference process at this time, I am selecting It as a teaching tool which I feel will be valuable to the safety movement at this stage of its development. The conference process is not a cttrc-att for every training problem in industry. But it way be used effectively under conditions which I shall discuss in detail later. I am giving somewhat extended treatment to the purpose of this process because the nature of it is such that it might be subject to serious misuse if the purpose is not clearly understood. Then it would be poor policy to discuss a method without giving scene consideration to the situations to which the method will be applied. So 83 84 Twenty-first Congress-National Safety Council this first session will be well spent if we can come to a common understanding oi the weed foe such an instrument as the conference process. I Before I can define the purpose of the conference process I must define what I mean by a conference. The word conference has many meanings, perhaps too many for me to create any special meaning and expect it to retain its identity. In order to clarify the type of meeting we shall consider here, however. I shall classify all meetings which might be instigated by management into three general types, of which the conference is one. The first of these is the Informalfoe Meeting. This is the type of meeting in which facts or conclusions arc presented to the group by someone in an authoritative position. No discussion is held ordinarily, except to clarify the points presented by the speaker or chairman. The primary purpose of such a meeting Is to secure a uniform understanding of tfie points presented. Where instructions are to be issued to a group^ of people and uniform understanding is desired, or wltere technical in formation is to be disseminated, the informative meeting will suffice. The chief intent of the chairman or speaker in an informative meeting is that he be clearly understood. The second type of meeting is the Deliberative type. It is distinguished from the informative meeting in that its primary purpose is to determine and propose a course of action. When an engineering plan Is m the process of preparation and a group of specialists or interested people must coonlinate their efforts, the deliberative type of meeting is commonly used. It is employed where several people Itave divergent views whteh roust be reconciled in a common plan or conclusion. The chief intent of tlve chairman is to see to it that adequate consideration is given to all of the controlling factors and to direct the deliberation to the best possible conclusion. The third or Conference type of meeting differs from the informative meeting lit that it aims to secure not only an understanding of certain principles but an apprecia tion and acceptance of them as well. It differs from the deliberative type of meeting in that it is primarily educational. Whereas the deliberative meeting aims to formulate plans and policies, the conference presumes that plans and policies have been formulated which a group of people must understand and believe In and which they must be able to carry out or apply judiciously. The conference may be creative in that it may produce a conclusion which Is new and usable, but tlrc purpose is to enlighten its members. The chief intent of the chairman or leader of the conference is to secure an acceptance and appreciation of principles and ideas which lie may have or which the group, from the experience and knowledge of its members, may pro duce; and, by considering a variety of cases or situations, to develop judgment and facility in the application of the principles or ideas. AH three types of meeting have their place in industry and any meeting in its various Mages may resemble all three types. The purpose In making the cisemhea* tlon wd distinction between-the types of meetings is to clarify the processes for securing various results. The classification is not intended as a segregation of meetings into rigid types or to recommend a single approach for an entire session. At this point it may be well to add the caution that no process of leading people to a belief in an abstract principle U susceptible to rigorous analysis. We are not working in a field where scientific exactness or precise definition is possible. The conference process is capable of very brood interpretation. Two conference leaders Staring the same intent, following the same principles of leadership, and securing comparable results may conduct meetings in ways which, to the layman, may seem radically different. The conference process may be completely identified only when one knows the intent of the leader. And here lies hs greatest possibility for usefulness as well as Safety in Foremanship by the Conference Method 85 its greatest danger. Some wise sage has said that. "What you arc speaks so loudly that I cannot hear what you say." One of the greatest elements in the success of the conference is the sincerity of the leader and tlo*e who formulate the policies upon which the content of hte conference is based. H live principles which management wants a group of its people to accept and believe in are fundamentally sound and fair, and if the leader is sincerely convinced of this, then the conference process, as I conceive it, is an invaluable tool. If this is not the case, if there is an dement of deception in the picture anywhere, more harm than good may easily be done. To instill a belief and firm conviction one must effect a certain exchange of confidence, and if this is not genuine, disbelief and suspicion are apt (0 be the result. The con ference process is a tool which may be compared to a surgeon's instrument. In skilled hands it is capable of producing results of infinite value txrt in the hands of a bungler it may do Incalculable harm. .. ._ I have that the confereiww process, as l view it, is * form of teaching. Bui in so dfftntng H I have taken a broader conception of teaching than the usual one. I would csnpfey the conference process only when the process of reasoning which substantiates the idea may be of equal or greater importance than the idea Itself; when the belief m or acceptance of an Idea is more important than the mere reten tion of it in the mind; or where the situations to which an idea or principle will be applied are so varied that live degree of personal judgment which enters into the application greatly influences the success of the application. In other words, if live ideas to be taught are such that mere memory of them docs not assure the use of them that is desired, then the process of teaching employed in formal schools is inadequate and the use of the conference process is advisable. . II But our purpose here is not to discuss the nature oi the conference process I think we shall spend our time most effectively today if we can get a firm understand ing of the need for a process of teaching which docs more than exercise the memory . I am not a psychologist. What I know about people and about teaching them I have learned from practical experience. If I fail to portray my points of view according to the accepted patterns of the psychological approach, it is not because I do not agree with this approach; it is simply that I am not sufficiently familiar with it. In a way I think this is fortunate. If I talked to you in erudite terms concerning "intelligence quotients" and "conditioned reflexes," you might be flattered and elated that you were being taken Into the inner circle and so go back to yoor jobs brimful of enthusiasm and with the belief that you were carrying the new light. But when you settled down to the task of snaking an improvement of a tangible sort in the efforts of those for whom you are responsible, you would not find a laboratory condition to which any orderly scientific approach could be applied. There would be many common ordinary people doing ordinary jobs, beset by ordinary problcnp, and, W they are typical, capable at vast improvement in their effoctWene** on thetr job* and their worth to themselves. Most of the great advances which mankind has made have not resulted from any sudden flashes of genius. They have come as the result of much patient teaching. People move forward only when someone steps out ahead with a light which tley can see. They cannot be coerced. They are notoriously adverse to accepting new ways and ideas. And it is not because they are stubborn. It is because they do not understand, and, with the exception of a few rare individuals, people are instinc tively antagonistic to things which they do not completely comprehend. And it may not be a bad thvug, for it is probably the best defense a man has again** exploitation. Without such a backlog of reticence the entire populace would be poshed about by all sorts of fads, and Bungs are bad enough in that respect. So it will he to our advantage to realize at lbe outset that we might have the solution to the riddle of 86 Twenty-first Congress--National Safety Council the universe in our hands and none would heed, simply because no one vmU under stand. Some astute commentator has said that we should not he overly disturbed abac* discovering new ideas until we have put into use those things which we now know with which a vast improvement could be effected. I am inclined to concur with this view in so far as it applies to the human problem in industry- We should not he reactionaries to progress, but certainly we should not be focusing ottr attention on the yet undiscovered troths while the means for effecting an immediate and for reaching Improvement Hes at dot feet. I am convinced that within thfo group we have the practical knowledge necessary to reduce industrial accidents to a negligible minimum if we could induce the application of what we know at tltc point where it is needed. The astounding progress which has been trade in the physical sciences m the past century has obscured the slow pace with which this thing called wisdom accumu lates. The impending probability that some one may break through with the solu tion of the nature of the electron or the origin of the cosmic ray lulls us into the complacent belief that it is equally probable that, any minute, someone may discover the key to the mainspring of human action. It may be pessimism to prophesy that another quarter century will find the shrewd observations on human conduct of the ancient sages still in good standing. This Is the age of science. Only a short while ago did we discover accurate methods of measuring heat, light and electricity, and a veritible orgy of precise measurement has taken place in a short period of time. It is only natural that the passion for the scientific approach should carry over into the human field. And I have no quarrel with those who would take as much guesswork as possible out of industrial management. If the scientists have done nothing else they have demon strated forcibly the enormous differences between people m every respect. But in demonstrating the extreme complexity of the problem of employing human befogs fo modem industry, they have proved that the effective cootrol of these people is an art and not a science. If it ever came to be otherwise, the management of industry would cease to be interesting. So our problem, as I see it, is not one of discovering new truths. It is one of taking the things we now know which we are reasonably certain would effect con siderable improvement if more widely applied, and patiently teaching them to those who need to know them. But it isn't tlic simple process of teaching a parrot a phrase. It is the long laborious process of effecting a vital change in people's habits and points of view. And the method by which we shall accomplish this is no precise scientific procedure; it is in the realm of an art and the man who will use it roust be an artist. He must have a sense of human values and a regard for people, just as the musician must have an ear for tones and rhythm and the painter an eye for form and color. In more common parlance the roan who wiQ progress far in creating understanding must know people. Ill In laying out any program for improving the performance of industrial workers, the big job is not deteramning what you want them to do, it is devising some method for Insuring that they will do what you want done. The problem of preventing industrial accidents today ic not so much devising methods and tools which, if prop erly used, will avoid injuries. Rather, the task is one of getting workers generally to me, properly and consistently, the safe methods and tools which you now have. The prevention of accidents, like the prevention of waste of material and time, Is largely a matter of forming habits of careful workmanship. The same slip of the screwdriver which punctures the hand also mars the screw head, damages some other Safety in Foremanship by the Conference Method 87 part of the equipment, wastes time, and dulls the screwdriver. From the workman's point of view, it is easier to use a screwdriver correctly. Then wily are the careless method* still in vogue? Simply because workmen at the outset learned the wrong habits and were permitted to use them for years and years. Now, when you descend upon them to mend their ways, you find a baffBttg resistance to change. A poster proclaiming "work carefully" will have little effect upon the work habits which have been used ccotmuously for twenty years. Tlie key to efficient and safe workmanship is the continuous repetition, over and over, true to form, of well planned methods of work. There are no short cuts. Nothing but steady and unvarying drill will accomplish the results you arc seeking. This point of view is not new to tnanagenieRt. They have known it for many years but they arc perplexed to know how to get these correct habits ingrained in workmen. X venture the suggestion that one of the principle difficulties is that tlie supervisory organisation, particularly the first line foremen, are not aware of the importance of proper habit formation, they do not see the necessity for breaking in correctly formed habits, they do not know how to go about developing: the proper habits m their men, and they arc not aware of (he significance of constant super vision to see to it that habits remain fixed- This is a broad indictment but I am convinced not only that it is trite but that Httle substantial progress in accident pre vention, or any other phase of industry which depends upcm individual effort, will be made until the supervisory organization has a fundamental understanding of this thing called hakti and is equipped with methods for developing the proper habit* in workmen. However, we are apt to lay too much stress upon the problem of getting the work man to do his job efficiently and safely, and neglect the various levels of supervision who carry the responsibility for the conduct of the work. In recent years wc #eem to have realized that the workman must be thoroughly and carefully trained, but how about the foremen? We have devoted much attention to foreman training, too, but of a different sort. In the case of the workman we have realized that, m addi tion to the necessary information, the man mast have practice under tlie supervision of the instructor. Wc concede that the workman learns only when there is the neces sary drill or practice to develop skin and fix basic work habits. But someone waves a tragic wand over the foreman and he is immediately transformed into a full- fledged supervisor. If we have instruction for him it is 1landed to him as so many words- They tril me, "You can't train a foreman. It is largely a matter of judg ment and experience. Every situation is different." This impresses me as being just an alibi for fading to attack a difficult job. Following this reasoning we could not teach higher mathematics. While skiff in the use of mathematics may not be taught, both facility and judgment in the use of it may be developed by the means of drill on a variety of problems. The process of teaching resembles that employed In legal trafomg where actual cases are used extensively. Now, foremanship is no mystery. We Have learned methods which are superior and we want them applied judiciously by all foremen. The conference process is designed to accomplish this result, hirst, the prospective foreman must he brought to a full appreciation and understanding of the method or principle, let us say that it pertains to the planning of the work. He must be convinced tint it is an effective method and that management wants it done that way. Then he must be trained to plan by bring required to apply his method to case after case with the guidance of his instructor until he has acquired both facility and judgment. Acquiring judgment and facility in planning work for a group of workmen is a problem of learning similar in its essentials to acquiring an effective stroke in golf. Both require three tilings. 1. The necessary baste instruction in the steps to be followed. "> a larire amount of practice. 88 TuviUy-first Congress--National Safety Council 3. Constant attention from an expert during: the early stages of practice and periodic check by an expert thereafter to insure the continuous use of Che correct procedure. Some learn easily, some learn slowly and some never learn with any reasonable amount of practice. IV I have dwelt at some length on the importance of securing vital convictions on tlie part of the supervisory force If effective results of any kind are to be secured. 1 have indicated a belief that we have sufficient knowledge and tools to secure the results we want, but that the people who are responsible for their use do not have a sufficient fundamental understanding of their use and purpose. I have mentioned the concept of habit to tJSastrate an important idea which most be fully understood by supervisory people if they are to direct effectively the work of those for whom they are responsible. I have mentioned the conference process as one of the tools which management may me to secure this fundamental understanding and conviction, to develop judgment in the use of the broad principles of supervision, and to train foremen w processes of systematic analysis and planning of their jobs and the voca tional development of their workmen. Tn conclusion, may I add the conviction that the supply of people with good native judgment and an instinctive insight into bapmn problems U necessarily limited, and that (he supply is far from sufficient to meet the demands of industry for supervisory positions, even in periods of limited activity.. It seems to me that any industry which is basing a program of Improvement on the assumption that they will find somewhere a better caliber of foremen or craftsmen than they have had in the past, is doomed to certain disappointment- The tendency of industry to become increasingly complex and of the requirements for workmen and foremen tn become more exacting, indicates that the gap between native untrained ability and the demands of the job will become greater and greater. If we are to hold the progress we have node In the prevention of accidents and other phases of Industrial proficiency to say nothing of advancing ftardier, it seems to me that ve must soon prepare ourselves to launch programs for tlie development of people, in keeping with the importance of the results we expect to secure. The conference process, the purpose of which I have attempted to make clear to you, will, I believe, be of material assistance m the development of management and supervisory persecute!. I have defined it as a process of teaching which is of particular value where the element of judgment vs paramount or where a firm belief or conviction is necessary. In <Kfcu*in the principles, application, and technique of the conference process I !>ope that f shall he able to establish more firmly the need for tin's process in meeting the complex industrial problems of today. WEDNESDAY MORNING SESSION October 5, 1932 The Principles of the Conference Process 'I The conference process is a method of teaching. Its purpose Is to secure an understanding and acceptance of an idea and to develop judgment in its application. This process has been criticized in that it assumes that the conference leader pos sesses a solution to a problem which he will induce the group to accept, rather than Safety m Foremanship by the Conference Method 89 permit the group to find its own solution. I should like to challenge tl>e view that all worth while discussion must be creative. While it may be true that the coodttffon of a group discussion of a problem may differ from the preconceived view of any member, in my experience the conclusion usually is very close to the idea which one or more of the member* possessed beforehand. When several people caret to come to a conclusion (as tn the deliberative type ot meeting) whether it is the chairman or some other informed or persuasive member, somebody usually leads that group to the conclusion upon which they agree. The conference process which we are considering differs from this deliberative type of meeting in that it assqnwea that a deliberative process has already been concluded and that there are available principles or procedures which should be understood and applied by a number of people. As I have already pointed out, I feel that the urgent need in the employment field in industry is for a method of getting people to use the knowledge and tools which arc now available. I would not stop anybody from discovering new truths, but 1 am more concerned with getting people to use the truths wc now have. Then I am speaking of the conference process as a tool of management m industry. Similar work is done with other groups in other fields and the philosophy may be entirely different. shall assume that management has taken those steps nee cssary to develop sound principles and they are honest in urging tltal their employees believe in, understand, and use diem. Occasionally a group of foremen in con ference will produce a new idea or application and 1 assume tint mauaRcntmt will be on the alert to take advantage of any new principles which its employees may develop. I wish to stress again that the conference process, as I view it. is a form of teaching. The success or failure of such a conference depends to a large extent upon the ability of the leader and the thoroughness of live procedure he employs. Tie differences tn degree of personal conviction with which individuals accept con clusions at group gathering is influenced by the way in which the conclusions are reached. Some practices of leadership invite opposition and resentment, whole others facilitate the acceptance of the items under consideration. There is always a choice of practice or method for leadership to me in any given situation in order to achieve the Call purpose of the group gathering. What constitute* the best choice Is often debatable because of a lack of unKorro underslauding of the principles which uaderly the conference process. The practice or method of conference leadership will be discussed at another session. It will be helpful now if we examine the fundamental principles upon which the conference process is based. II The first consideration is the designation >i the leader. Owunnanship may be conferred by virtue of organization rank or by process of selection, depending on the circumstance* and the matter being considered. The chairman must be respon sible for the group and mutt be in authority during H$ session. The functions of the chairman might be classified as follows: (1) He should have the objectives or conclusions to le covered clearly defined and should be thoroughly convinced that they are sound and workable, (2) He should have studied the possible objections which may be raided to the objective he is advocating; should assemble the data necessary to justify it; and should be sufficiently conversant whh both the pros and coos so that he ran conduct a searching examination of the beliefs on ekiter side of the question. (3) He should develop a logical series of questions which would draw forth the experience of the group and which has a bearing on the question, and force the group to justify opinions which they may hold on cither side- 90 Twenty-first Congress--.National Safety Council (4) He should be prepared to meet the many problems and persona! differ ences which arise and be able to expedite the procedure and cut through irrele vant discussion. The leader of the conference, thus prepared and informed, is faced with the problem of leading- a group of foremen through the process of reasoning necessary to give them a complete understanding of the problem at hand. This would be relatively simple and uniform for all people if they did not possess points of view and other firmly established completions of their own which are not uniform. The analogy might be drawn to the assembly of an automobile. The present method is to supply a group of mechanics with finished and highly standardised ports-- their task being to assemble them in a uniform product. But suppose that in the bins of parts wc liave, not uniform parts, but parts of varying sizes. The task $s decidedly different. One muse now inspect and measure each part and judge it in relationship to other parts, and additional work might be necessary on some parts It would be a slow laborious process at best, and highly inefficient in the manufacture of automobiles. But in the development of people it is a real limitation on any attempt at mass treatment. Not only are these people inherently different in their bask aptitudes, interests, and environmental influences, but they are beset hr many more complex influences in the form of varying backgrounds of technical knowledge, differences in their capacity for mature Judgment, and prejudices of otic son or another which influence their tcceptfvetvess to new innovations and limit their capacity to take on new viewpoints. - While it {s knpocaible to treat with these wide variations ta Individual back grounds and viewpoints with large numbers of people simultaneously. there is a real advantage tn dealing with small groups of people rather than whb individuals. It f$ possible, where several people are present, to consider a new point of view which may be vital to all of those present, without cwstdering its personal applica tion to any particular Individual. It is possible to secure a more or less dis interested consideration which Is of great importance if logical and reasonable consideration i desirable. I have found that about twelve people make an Idea! group. It is large enough for a variety of viewpoints to be represented which are helpful m securing adequate consideration and discussion of a problem, and yet is small enough for all members to be brought into the discussion frequently. Ill The principles of tlx: conference process, as applied to a group of twelve, ate similar to those which are involved In leading an individual through a course of reasoning to a new point of view or conviction. The success of tlwr process is controlled by three principle factors: (1) Individual views arc always colored by personal interest and desires. The individual is kwrlsned to emphasize features which favor this personal interest sod depredate those which oppose it. (2) Any view or conviction which an individual now holds may be changed through his acquiring ind accepting more facts, knowledge, or experience in connection with it. (3) An individual Is inclined to accept dictum from an authority in a field which Iks outside of his own personal experience. He is inclined to reject any codclttstaac drawn from the experience of others which are counter to the conclusions he draws from his own experience. These factors nmst be recognized and allowances made for them m any group meeting where an effort is made to secure the acceptance of an idea which is different or contrary to one commonly held. The first and third factors limit the acceptance of ideas while the second factor leaves aa opening for securing an acceptance of them if the reasons justifying the new concepts are sound and the Safety itt Foremanship by the Conference Method 91 facts supporting (hem arc available. The conference process resolves itself into pitting ttendency of people to alter their convictions in the light of new facts, knowledge, or experience against their tendency to reject or oppose new concepts which oppose their personal interests or run counter to their beliefs and experience. People can be led to abandon their beliefs, if, *n the light of additional data, it appears that they were incorrectly informed or placed a fallacious interpretation upon their experience. They can and do act in a manner which is opposed to what they have considered to be their best interests if they are convinced that their best interests are merged with and secondary to oilier larger interests. The process of instilling a new convictvon or creating a new understanding with groups of foremen usrntly is accompanied with the rejection of older personal convictions and points of view. People do not take up and reject their vital corvvictJocrs as a sponge absorbs and releases water. Many of the beliefs and practices of supervisory people which binder the progress of industry are held with great tenacity. In recent years the motive of fear has been depredated as a means for securing a desired result. I believe that most informed people now agree Ut an enlightened form of leadership which does not rely upon fear as a motive can secure results of a higher quality with less effort. But those of you who have Itad any part in die foremanslup training movement are aware of the firmness with which the idea of the role of the iron hand is intrenched. And it is easy to understand. Many of these foremen who have served industry for many years, served their apprenticeship under systems of administration where (lie idea of fear dominated. They grew up under It as workmen and they have developed techniques of applying it 10 those whom they now supervise. The motive of fear Is like a narcotic: once you have employed it you ltavc broken a relationship which only live most pains taking effort can re-establish. You have become the victim of a vicious habit and few but the most discerning are able to realise this state and correct it. Now tf you would induce a foreman to change his basic methods of supervision >oa have on your hands a job of persuasion of no mean proportions. 1 know of no other way of effecting so vital a change except the slow laborious one of bringing the man through the process of reasoning which will permit him to change a conviction winch is so vital. Don't be disappointed at faiLictg to achieve such a change, for some people would require such a vast amount of education that it would be more economical to assign them to work where their convictions could do no harm. But don't conclude, without trying, that a particular individual cannot be trained, for l know of no sure way to predict how a man will react to any process of training. I have said that it is easier to deal with a problem' of this kind j/j a group of twelve than with one or two men. People must have time to think and reflect on various pluses of the question. With well distributed discussion, where theoretically each conferee would be in active participation only one-twelfth of the time, there would not be die pressure for immediate response which is Involved when two or three people are not convinced, at least not m a tasting fashion, wife** they convince themselves. They acquire understanding only in so far as they can trace step-by step the logical premises upon which a conviction is based. And they reject an old conviction for a new one only when on analysis of their experience reveals a flow in their previous interpretation and the reasons offered m support of the new belkf are of sufficient importance m each individual case. IV Now the process of reasoning -which underlie* the conference process is no cut and dried formula. There may be many approaches equally good, but I have failed ro find any analysis of reasoning which approaches in clarity and completeness that expressed by Professor John Dewey in his admirable book "How We Think." 92 Twenty-first Congress--National Safety Council For those of you who seek a more complete understanding of the nature of the "Thought Process" I commend tlik treatise above all others which T have seen, few of which arc fuss technically phrased or more direct in their appeal to the layman, The complete act of thought, as described by Professor Dewey, consists of five steps, as follows: (not his exact words) M) A difficulty or stimulus to thought is experienced. (2) It is located and defined. . (3) Suggestion is made for possible solutions, (4) The suggestion is weighed and evaluated. (5) There is experiment or further observation relating the suggestion to other established conclusions or practical situations, leading to its acceptance or rejection. The first two steps often arc combined into one if the stimulus or difficulty which instigates the thought Is immediately located and defined without reflection. These four steps fcorabtmng the first two) impress me as bring a reasonable analysis of the steps a person should take in a carefully considered process of finding a solution to a difficulty. You may say tti it is too simple and obvious tc hear serious study, hut if you will only take the time to observe the maimer in which (reople deal with new situations far which a solution must be found, t think you wifi b convinced that, next to tire proverbial five-ccnt cigar, the country needs a more widespread application of some such simple plan of reasoning as this. AH too often we experience a difficulty and start pondeririK solutions without defining and isolating the source of the difficulty. It i* fairly common experience to observe people jumping: from the definition nf the problem to a final conclusion without weighing and comparing the various possible .solutions. Carefully considered rrflcctkx* does not seem to be a universal practice. If it were, there would not be the great need which exists (or foreroastship training in industry In applying tlrese steps in reflective thinking or reasoning to die conference process for training foremen, ovr objective Is one of leading tire foremen through the process of reasoning necessary for the acceptance and appreciation of ideas which the management ot the industry desires to have applied. The general plan of a conference dealing with a particular concept would consist of fow steps paratiding those outlined as the basis for individual reasoning-. They are: (1) Define tire objectives of the conference and state the problem for vritids a solution is needed or proposed- (Some difference in procedure would ire necessary depending upon whether tire meeting is purely educational or whethei a sqrecific plan of action is being proposed.) (2) Draw out all facts and views of the conferees which have a bearing on tire problem and develop the alternative conclusions, which might be reached. These various views must be compared and related so that the composite view or conclusion can be formulated. (3> The differences between tbe various point* of view must he reconciled. Additional data must be* sought where the experience of the group or the prep aration of the conference leader are inadequate. The combined knowledge and experience of the group should be erystajized into a mutually acceptable con clusion. f4) The implications of the conclusion and its application to practical con sideration* on the job must be considered with the final acceptance of it resting upon Its workability under actual conditions. A well organized conference program will net necessarily he divided into four distinct sections dealing with these four steps of the process, Ratlrer these steps represent stages m the development of the acceptance of an idea. They would not receive tire same treatment with different groups having different background of Safely in foremanship by the Conference Method 93 experience. While there may be fairly typical tendencies which can be anticipated, no rigid plan may be adhered to because of variations in experience ami points of view. V In outlining the purpose of the conference process, I stressed its application to those phases of the supervisory job in which a large element of judgment Is required. The many situations which arise, especially those cases in which a variety of conditions are encountered, such as building construction or almost any work which is not closely scheduled on a routine basis, continually present problems which are not completely covered by the rule*. Tlc foreman on the job is confronted with the necessity for analyzing: lire situation and deciding on tire best possible course ot action. I do not feel that judgment can be taught, like a simple rule in nmtimetic. It can be developed and strengthened. But this reasonable balance which guides some people on a safe, steady course, and, if lacking, leaves them susceptible to erratic or careless acts, seems to me to be more of an innate characteristic. However, people with good native judgment will appty that ability to the problem at hand only when they have the knowledge and understanding of (he necessary facts and have Had experience with a variety of related sitmtkma. Success in foremanship. like success in any occupation, requires a certain amount of innate alnlity or aptitude for the job. But this native ability must he developed, and practice must he given in applying it to the types of situations which must be dealt within the course of the work. The conference process is designed to do three things to develop the judgment of supervisory people First, It follows a we'd planned course of reasoning. The effect of systematic treatment of the subject matter of the conference is to inculcate a systematic way nf thinking hi the minds of the conferees. By setting an example of a logical, reasonable approach to new situation* and problems and requiring lire conferees, through closely directed discussion, to weigh cadi step and justify the conclusions, training in logical thinking is inescapable. Second, tire conference consists of a group of twelve, all of whom have Had some experience bearing upon the problem at hand- The conference leader supplies a broader, more carefully considered viewpoint, supplies facts and principles which are new to tire conferees, and presents a serve*, of problem cases to ke analyzed by the conferees. The conference may, to individual members, be a concentrated course in experience. A new viewpoint may be tested against the experience of a dozen men and its application to many practical situations may be reviewed rapidly. The new concept may receive a more thorough testing in the course of an hour titan a single individual would be able to find for himself in tire course of several years. Then the conference offers an opportunity for on individual to review and evaluate lus own experience. Misinterpretations may be Ironed out and the missing bortkm in the experience of a man whine opportunities have been Hemted may be filled In. In addition, habits of observing and learning from experience may be strengthened so that subsequent experience will be more vital and useful. Third, there s the matter of prejudice. Most people find the logic of their thinking- processes limited by unreasoned prejudices which' influence tlrem. This is particularly true where the situations involve people with whom we are in intimate contact, rather than abstract considerations or material problems. While the stress on a logical process of reasoning may lead a man to limil the influence of hts prejudices, it is very helpfnl rf, m addition, he can see a demonstration of the limbing effects of prejudice m other people. As a conference progresses on a given subject, some member will adhere to a point of view on the basis of his prejudices rather than his reason. This situation is usually obvious to the other 94 Twenty-first Congress--National Safety Council conferees and the member* of the group will not be slow to drive the point Ijonte. The effect is salutary upon both the person hoiding the prejudice and the ones who assail his position. As various prejudices are revealed tor different members and are analyzed and pointed out by the remainder of the group, substantial progress can be made in establishing a logical process of reasoning reasonably free from bias. Thus the conference process, if carefully planned and well directed, will serve to train the conferees in a logical process of thought. It will facilitate an exchange and evaluation of experience, and it will give the members aa opportunity- to separate their logical processes of thought from their unreasoned beliefs and prejudices* - VI In conclusion t should like to relate these few elementary principles to the two mam purposes of the conference process outlined yesterday, which were; (1) To develop an understanding and acceptance of methods, policies, and points of view which, m the opinion of the management, are essential to the proper conduct of the busmess. (2) To develop judgment and facility ki the application of these policies and methods to the problems of supervision, lu accomplishing this first purpose, the following conditions must be met: (1) The methods and policies which are befog recommended must be sound, and management must be honest in urging their acceptance and use. (2) The conference group must be led through the logical process of reasoning upon which these methods and policies are based. (The four steps as outlined by Dr. Dewey.) (3) An effort must be made to secure dssfcttere&ted and unprejudiced consid eration. (4) Consideration must be given to the experience and opinions of the Individ ual members. (5) The differences between the opinions of the individual conferees and the point* of view being advocated, roust be reconciled. In accomplishing the second objective, that of developing judgment and facility la the application of those policies aod methods to the problem* of supervision, the following conditions must be met. (1) The method or policy must be tested on and applied to the prersptu experience of the conferees. (2) The conference leader must prepare a series of problem cases covering a variety of situation*. The individual conferees must work out their own solu tions. These solutions must be criticized by- the leader and the conferees. This process smut be carried to the point where the conferee* can make a judicious application of the method^ and policies under consideration. Basically, the principles of the conference process are identic*! with those which are employed when an individual puts aside hi* personal feelings and devotes dis interested comkferatkxa to the problem at hand. There sue certain advantage* which groop consideration has which individuals do not have In considering their problems alone. ^There art advantages m the group of twelve which larger and smaller groups do not have. The leader, who should be somewhat detached from influences which may create prejudices among the conferees. Is ia a position to pres* fordisinterested and impersonal consideration. He can adhere to an orderly process of reasoning while others may be struggling to reconcile their divergent views. The leader can anticipate difficulties which die discussion mar encounter and be prepared to expedite the discussion at all times. Safety in Foremanshif* by the Conference Method 95 The principles governing the process, like those which apply to Individual reason ing, are susceptible to variations with the wide differences in the types of problems wfiich must be dealt with, the diverse natures of the conferees, and the personality of the conference leader. THURSDAY MORNING SESSION October 6, 1932 Application o the Conference Process to Accident Prevention I The application of the Conference Process to the Prevention of Accidents is no different from its application to the securing of any other result which the manage ment of an industry may desire. The conference process, as pointed out before, it not a trick of magic. It is not a substitute for a sound industrial relations policy. It is simply a method of teaching which has been found effective in training men for those positions where a large element of judgment in dealing with people 1* required. I cannot present my conception of the application of the discussion process to accident prevention without outlining my conception of the accident prevention problem. The method of accomplishment will vary with the objective, and, when dealing with an intangible problem like the prevention of accidents, it is important that we have a common understanding of the specific objective. What are the responsibilities of supervision concerning secktertfs and how can the Conference Process be applied to secure a more effective handling of them? I believe that most of you who specialize In accident prevention will concur that for the majority of Industrial processes where accidents are likely to occur, methods for doing the work have been developed which, if foliowed rigidly, woatd eliminate all but a negligible proportion of the accidents wc are experiencing today. In those cases where no such approved methods are available, any process of training will be of little use m preventing accidents. If management doe* not know how to do the job safely tle broad caution to be carcltd is about the only recourse. Wc shall concern ourselves with the larger problem where safe methods and safe tods have been developed but workmen do not use them. I believe that most of you will concur further that the methods and tools which are safe to use are also effi cient to use and that injuries to workmen are indicators of inefficiencies in other parts of the work. There may be case* where an otherwise careful and efficient workman has lapsed momentarily Into careless ways and has injured himself. But this is not the common experience. Most industrial accidents are not thd results of momentary lapses. They are a culmination of a long history of Inefficiencies of one sort or another. They arc the symptoms of thing* wrong within the organisa tion winch are the causes of other costly mistakes which do not result in accidents, Some progress has been made m applying pressure at the points where accidents occur, but the effects of fear as a sole motive arc not lasting. `A permanent Improvement in the accident situation will come only when: (1) management comes to- regard the accidents of today as results of causes which have been present for a considerable period of time; (2) a thorough analysis is made of these causes and remedial measures are devised which will be applied continuously; and (3) the attitude of the entire organization comes to be such that It will not tolerate conditions which are known to be causes of inefficiencies which, in turn, are the causes of accidents- 96 Tii-ctuy-first Congress--Notional Safety Council The foreman Is responsible for securing results oi any kind, and the quality oi his supervision is the measure of the quality of the product which his group secures. What are his responsibilities concerning the prevention of accidents? Broadly they arc three. 1. To plan the work oi his crew so that it will he done expeditiously and without waste of material, damage to the property of others, or injury to employees. 2. To instruct his men in the approved safe practices for doing their work. 3. To exercise adequate supervision to insure that the work is being done in the prescribed manner. 1 have said nothing about instilling a desire on the part of the workmen to do tlicir work safely. I am not interested in raising the morale of the working forces as direct method for preventing accidents. The morale of a worker is his attitude toward his job and his employer, and it is an important element in maintaining an effective organization. Good morale makes it easier to get good results. But the advantage in high morale is not that it encourages workmen to do things not required by the established standards or to improve upon dera. In fact, it Is undesirable to encourage workmen generally to depart from (lie approved standards. For ihc majority of the working forces, if adequate standard methods and tools are provided and their work is properly planned, tlietr time will be thoroughly occupied in doing their work in the approved manner. The advantage In high morale is that it engenders a loyalty and integrity which demands less supervision. It assists in meeting emergencies when constant super vision Is not available. It develops confidence and enthusiasm m the organization which enables it to carry on under adverse circumstances. It assures management that the standard of workmanship will be met even though supervision does not inspect every bit of work. But it k wot a substitute for the three step* oi supervision---plan, instruct, supervise. II Tlie foreman is a busy man as a rule. Unless lie is a superman, at some time one or more of his responsibilities will be neglected. The ideal organization has enough foremen of sufficient caliber to cover every supervisory responsibility. But there are no ideal organizations and, whether we like to admit it or not, everybody with some supervisory responsibility is faced with the necessity of attending to some things and neglecting others. At least one dement of successful supervision is the judicious apportionment of time among the many responsibilities which such positions email. If the foreman were given but one assignment, to produce the maximum amount of work of a specified quality, then the distribution of the foreman's time would be a matter of his personal judgment and interest in the various phases of the work. The relative importance of various items would be left to him and he would be held responsible for the finished product. But unfortunately we can 'no more permit the foreman to determine his own course of action than we can permit the workman to do likewise. There are other items 5a addition to the basic assignment of units of work of a certain quality. Tliere is the maintenance of the tools and equipment, damage to property o others if the work is outside of a plant, conservation of material, co-ordination of the work with tltat of other groups, and, among many others, the Health and safety of his men. Again unfortunately, the foreman, like tlie workman, does not always receive the proper instruction and other elements of supervision from those above him. But he soon (earns that some things management watches closely and others perhaps not at all. Form 44X, which he makes daily, while relatively unimportant, passes tlurough the loads of an energetic cterk who raises quite a fuss if it is not meticulously done. So form 44X receives meticulous attention, and some other item Safety in Foremanship by the Conference Method 97 which may be infinitely more important gets whatever time Is left. The foremen do just what tbey think management wants done. Their method of discovering what management wants is very practical, and if their various responsibilities are not attended to in proportion to their relative importance, the foremen are not to blame. The management of an industry can secure any result titey want within the power of the working forces to deliver it--lrut, they most have a clear conception of the results they waut; they must make those wants known to all wlio bear a respon sibility foe securing them; they must furnish the methods lor securing these, results and see to it'that they are taught to all who use them; they must assist the first line of supervision in planning the work and distributing' their time over tiieir various responsibilities; and tbey must make sufficient checks to insure that all of the results they desire are bring secured. How, the prevention of accidents is but one of these many responsibilities of foremanship. But it is so closely tied to other phases of the jo6 that I doubt Utat substantial improvement will be made lierc unless steps are taken to improve the quality of alt management and supervision. The conference process is a toot which cui be usod fai assisting tin* improvement. It is particularly applicable to tle accident prevention phase of the job because: (1) it will assist in giving foremen an appreciation of the relative importance of this responsibility and management's views concerning it; (2) it will afford a broader insight into management policies and ein them better perspective in weighing their responsibilities; (3) it will give them an opportunity to discuss with management the limitations which routine requirements and other management policies (dace upon them: (4) k will afford an opportunity to train the foremen in systematic analysis of their jobs and assist them in planning their work more carefully; (5) it will develop with them some of the more elemental principles of human conduct In order that they may handle the many problems of supervis-foct more effectively, and (6) it will give them con fidence in their ability to cope with the difficulties which arise, together will? a Ceding of the importance of their position and a realization of tlve necessity for careful attention to the responsibilities which their jobs entail. Perhaps you may feel that you have been given IHtIc constructive help when I tell you that to prevent accidents you must improve the quality of your supervision Vet you should be as well aware as I am that little progress has eVer been made in any industrial situation without the first line of supervision being taken hi on it. Have you ever seen a situation where a new and highly efficient tool was developed and not used simply because the foremen did not know how to use U, or. because of some prejudice toward it, they prohibited its use? Have you ever heard of a case where the workmen were trained in an improved metlicd and tlie foreman was not trained, and the method was not used because the foreman, w!k> was being Held responsible for results, insisted that the method he knew be used? Do you know of any cases where workmen have been promoted to foreman's positions with no instruction in the art of foremanship other than a few casual words from tlie superintendent, if even that was given? Do you know of any cases where the reckless, dare-devil type of workman is still tolerated, if not iteld in High esteem by his foreman and fellow workmen? You may deny an affirmative answer to these questions or refute the contention that they are true today. If so, T urge that you go on a little Socratfc questioning expedition through your plant and ace what you can find out about the real attitude toward accident prevention. But beware of slogans--we have done w thorough job of teaching litem and you may be deceived. Your people may be prepared with some very "pat" answers on why accidents should not be. You may be led to some conclusion equal in profundity to the recently propounded critique of ethics-- "What's bad is wrong.1* Or you may emerge with an impression similar to the terse summary which one of our great public men h reputed to have mode of the preacher's sermon on srn--"He was against h." 98 Twenty-first Congress--National Safety Council It may be heresy to make this statement publicly, hut I am of the opinion that the preventable accidents of today are attributable largely to the failure o super vision at come stage, and that this failure is due to a lack of fundamental under stand)ng and conviction of the most elemental concepts dealing with accident pre vention. We have accepted slogans, but we luve not understood or believed them. It is to overcome obstacles of tins kind, to create fundamental understanding and conviction, to develop judgment, and to secure an appreciation of the many ramifica tions which bear upon the complex human problems that the conference process has been advised. Ill You are interested primarily in the accident prevention phase of foremanship and I shall attempt to outline how one of the fundamental concepts of accident prevention work might be treated in a conference of foremen- The intention is not to give you an outline which you can apply tfireeily but rather I want merely to sketch a plan as t!*c basis for our subsequent discussion. I shall assume a conference of a dozen typical foremen who supervise work baying the normal hazard of manufacturing industry. Let us not consider cases where extraordinarily hazardous work is involved because they are not typical of industry as a whole. Let us assume that the conference has been in progress for some tune and that other subjects have been discussed. An opening question might be "do we have any jobs that cannot be done safely?** The average foreman wtl] concede that theoretically most accidents can be eliminated but that some are inherent in the work and cannot be helped. It can easily be drown that a large percentage of industrial accidents occur where the work is not p*rtlcufcrly hazardous, and by careful questioning and study of accident experience in the plant or com pany. I believe that, in most cases, the group will conclude that there are very few occupations which could not be carried on with absolute safety. Further questioning might establish the conclusion that if all jobs which had no uncontroll able hazards were performed free from accidents, the accident problem would be negligible. Tins is a fairly simple conclusion and may seem to you to he too elemental for consideration; and yet I venture the opinion that one of the biggest obstacles we must overcome is the belief by the supervisory organization tint acci dents are inherent in tile work and cannot be prevented. In the average industry I am convinced that it would be reasonable to conclude that the business could be conducted wholly without accidents and I think that carefully conducted discussion can establish this conclusion. If this conviction is well established, the next logical question is, "Why do we continue to have accidents?" A large list of reason* can be developed, among which you will probably find "taking short cuts." There roust be a reason for taking short ctuts and some questioning will bring out the fact that the things we ordinarily give as causes of accidents are not basic causes but that more fundamental causes or motives exist. * Then take up one of the common slogans such as "Safety and Efficiency go Hand in Hand." Put ft up as a question, do you believe it? The answer probably will be, "yes." Then pot the question, "Can we, then. In view of the fact that safety and efficiency go hand in hand, conclude that the supervisor who, is having many accidents is.an Inefficient supervisor?** This is not readily agreed to, especially if it strikes at some one in the group. The discussion will simmer down to the question, "If you were a workman, would you do those things which were In the' interest of accident prevention if they made your job more difficult?** Most work men. I believe, would say, no, unless the possibility of a serious injury was im minent ; and the burden of the proof that a safe job is an efficient job is put to the group in the form of the question, MDo you not have to prove that the things Safety in Foremanship by the Conference Method 99 we do in the interest of accident prevention really help rather than hamper the job, and if so, how will you prove h?" This analysis most be directed by careful questioning and it might be initiated! by the question, "la there any difference between an accident and an injury?" You will find that a good many people think there is no difference and it is necessary to establish the distinction that an accident is something gone wrong which may or may not cause an Injury. Then follow with the question, 'Ts there any difference between the cause of an accident and the cause of the injury?** This question digs a bit deeper and the distinction will bear close scrutiny. The causes of the mishap or accident are the causes whkh were listed when we were speaking of accidents in terms of injuries. The causes of injuries are those things which are directly involved in the actloo of the injury, such as a chip in the eye or a hammer striking the finger, whereas the causes of accidents are those deeper reasons for things going .awry. It is the causes of accidents In the broader sense that cooccrn us. An injury may or may not result. The findings of the Travelers Insurance Company given in an article hy H. \V Hdjtrkh in the January, 1929, issue of National Safety News concerning the ratio between major injuries, miner injuries, and accidents with no injuries, indicate that for each major or lost-time injury there are twenty-nine minor or no-lott-tlroc injuries, and for each na-lost-time injury there are ten accidents which do not result in injuries. Thus for every major injury there arc, on Ue average, 330 accidents. To supplement this discussion, the material presented in another article by Mr. Heinrich in the July, 1928, issue of the National Safety News might be used. Here Mr. Heinrich discusses the basic causes of industrial accidents and finds that as the result of an exhaustive study, eighty-eight per cent of the accident* considered were attributed to faulty supervision, ten per cent were attributed to physical causes such as failure of tools mid equipment for which the immediate supervision could not be held responsible, and two per cent fell in the category of unpresentable. The basic causes which fall under the heading of supervision can be suggested from Mr. Heinrich's article or developed by the group from their own experience. Such a list would include, 1. Inadequate Job Plan. 2. Faulty instruction--partially or wholly omitted or not enforced, 3. Poor discipline. 4. Employee mentally of physically unfit (a condition which could easily be corrected by alert supervision). 5. Unsafe practice premitted or advocated. Other* could be developed. When a fairly comprehensive list is established the group may be asked, "Can you think of any accident wiuch ever happened in your crew, the basic cause of which could not be classified under one or more of the causes listed?" You will usually find that very few accidents cannot be io classified. A further inquiry can then be made, "Is there any condition as expressed by one or more of the basic causes, listed that does not hurt the productive job?" The conclusion is inescapable. If a line of questioning such as I nave outlined here is carefully pursued under the direction of a competent conference leader, I am convinced that you will be able to instill a vital conviction Chat safety and an efficient productive job are inseparably tied together, and roer# lip service to a catchy slogan can be overcome.* But when you have arrived at this point you have reached but one of the objectives for whkh the conference process may be employed. You have gone through the steps necessary to secure an understanding and acceptance of some basic points of view pertaining to accident prevention. But this does not secure the action desired, Tfce ewicmice uiBoe from which this brief ouiSr.e has been likes was . *2l osd frw3v5yr *- P- Buchmsn. General Plant Employment Supervisor. Ohio BcM TtkpboM Company, at 'Cowabm, OiiM. 100 Twenty-first Congress-National Safety Council for yott have only laid the groundwork for a training program to teach specific methods for preventing accidents and to develop skill and judgment hi their appli cation. You have arrived at the difficult stage of the conference program (the point at whiclj, x>y the way, many people add a few concluding remarks and call the job done). In so far as a few of your people may have the initiative and ingenuity to devise methods of their own and cheek their own application of them, something has been accomplished. Beyond tills you may have provided entertainment and no more. The next step ts more difficult because, having convinced your people that some* thing must be done, you now must be prepared to develop whh them a way to do something about it. and you must be prepared with cases and situations for develop ing judgment in the application of the methods to be used, Foremen are. for the moat part, very practical people and you can secure action from them only when you talk to them in terms of things which they can reasonably be expected to do in the circumstances which they encounter in their day-to-day work. IV I have attempted to cover a fairly broad field in seven-leagne hoots and perhaps a brief summary will be necessary. It may be unnecessary to remind yoa again that you cannot separate accident, prevention from the rest of your human problems and moke outstanding improvement in it alone. But what kind of an arch would a mason txiild if he chose many irregular soft stones ami slapped them together haphazard, and then took one hard stone even though it were the keystone, and carefully shaped and placed it ? In order to support the one good stone, every other stone must be brought np to a comparable standard of quality, for the arch, like a chain, is just as strong as its weakest stone. And so with the management of men. If they are to be effectively employed, and that means without injury to themselves, the various problems which arise in the course of the work ah must receive a care and emphasis proportional to their importance. In order that the prevention of accidents will be cared for adequately, the following points seem to me to be tlie keystones of a program, the accomplishment of which will be greatly expedited by an effective use of the conference process. 1. The entire management, from the highest executive to the first line super visor, must be brought to a full realization of the concept that today's accidents are largely tlie results of failtires and laxities of supervision which have existed for a long period; ami that the careless work and careless workmen which are tolerated today are the seeds of the costly accidents of tomorrow. 2. A thorough analysis must be made of the basic causes of accidents and remedial measures in the form of adequate tools, safe practices, comprehensive vocational training programs, and methods of effective supervision amt control must be developed. 3. Management must make a concerted study of those things which it wants the first line forces to accomplish, bearing in mind that the working forces will bring in any result within their power to secure provided that management makes ht wants clearly known to the first line of supervision and holds them rigidly accountable for them. ' 4. The foreman must be thoroughly trained in the technique of the work they must supervise and the art of supervising the men whom they will direct. The levels of supervision above the first line must be given a similar training with particular emphasis upon the broader control necessary to secure the results which management has outlmed. Safety in Forctnanship by the Conference Method 101 FRIDAY MORNING SESSION October 7, 1932 The Use and Technique of the Conference Process I The use of the word "technique" in the subject of this discussion is unfortunate. That word in common parlance implies something move formal acid rigorous than is found io the conference process as I know it. Then the word suggests some thing in the nature of a sleight-of-hand performance which is misleading. But I know of no good substitute, so 1 shall ask you to consider the term in its strictest meaning, that of the method of execution in an art. If I were asked to state the most important element ii: tlie successful use of the conference process I should have to answer, '"The ability of the man who wilt lead the conference/' Of course this is true, not only of tiac conference process, but of all teaching. All of the teaching method that lias been developed, if placed m the hands of a person who lacks that essential spark of leadership and judgment in dealing with people, wilt be of limited value In the success of any educational piogram which such a person might attempt. Tins is particularly true if the subject matter is of a controversial nature In more elementary Instruction in mechameal processes and the teaching of subject matter which is not debatable, pcrliaps the personality of the teacher is not so important; but even there it cannot be ignored entirely. You may be of the opinion that you have been given little help when I say tlmt the selection of the conference leader is the most important element in the success of a program which utilize* the conference process. But I have cautioned you that what I have'to offer Is not a feat of magic. Tliere is no simple "twist of the wrl*t" by which far-reaching results can he achieved with very little effort. But basically this process is simple. We recognize that (Here arc logical steps in a process of reasoning -which must be taken by an individual who will accept a principle as sound or apply it judiciously under varied conditions. We propose to guide a group of twelve through these steps simultaneously; meanwhile drawing out and evaluating their experience*relating to tho subject at hand, reconciling dif ferences of opinion, and testing the proposed principle against the composite hackground of experience. Further, we know that if action- is to be secured on this conviction there must be application and drill on case* *n order to develop judgment and facility. But there are real obstacles in the form of prejudices, variations In experience and points of view, a- * many others which we shall consider shortly, which render the process often slop a. laborious, and difficult and trying for the leader. To cope with these obstacles the leader must be a man who Is sensitive to the motives from which these many prejudices and points of view arise, who is tactful and judicious In directing die discussion, who is resourceful and alert in keeping the discussion to the point, whose own judgment will command the respect of the group, and who is thoroughly prepared by experience and training to deal effectively with the subject matter of the conference. If you have such a man. you have made, at one stroke, more progress toward the successful culmination of a conference program than if I could transfer to you intact all of my experience in conference work. All that I could add to the equipment of a man so qualified would be a thorough understanding of the process of reasoning upon which the conference is based (as outlined briefly in oar discussion of the principles of the conference process) and some suggestions on coping with the difficulties which arise in leading a group of people through this process. 102 Twenty-first Congress--National Safety Council What I consider to be the technique of the conference process does not lend itself to systematic treatment. In my experience I have encountered difficulties and have found, by trial and error and from the experience of others, ways in which these difficulties may be overcome with a reasonable degree of success. In addition, there are some general suggestions which expedite the process as a whole. I shall not attempt any complete outline or detailed treatment, but rather X shall attempt only to give you an appreciation of the essential elements of conference technique which, in the hands of a competent leader, greatly facilitate group discussion. I shall divide these into three groups, first, suggestions as to amuogemextts for a confer ence. second, general considerations of technique, and third, suggestions for dealing with specific situation. Under the bcadfag of arrangements I should include such items as: (1) The conference room and its equipment (2) Selection of the conference groups (If more than one conference Is to be held covering the same subjects). (3) Arrangement of sessions, hours, etc. (4) Control of light, {teat, and ventilation. The heading of general considerations includes: (1) Outline in preparation for the conference. (2) The art of directing questions. (3) The use of the blackboard. (4) Maintaining distribution ki the discussion. (5) CryrtatKring the group opinion. (6) The leader's defenses. The suggestions for dealing with specific situations cover: (1) Overcoming the tendency to debate questions. (2) Drawing out the motives and real reasons rather than the arguments advanced. (3) Getting the reticent members into the discussion. (4) Handling the over-talkative person. (5) CtrcuOTveming prqjodfce. (6) Preventing acceptance of a concept williout complete understanding. (7) Curtailing trrevdant discussion. ca> Preventing fatigue or securing maximum use of the conference sessions. This list, not complete, covers much more material than we can dascaas adequately here. I shall select several of these elements of technique which I believe will be of interest to you, and X shall discuss them somewhat in detail rather than attempt a rapid survey which would, I believe, be of little value to you. I shall not consider any of the iteifcs listed under the heading of arrangements. They are of great importance and the success of a conference program will be Influenced to a marked extent by the care which Is taken in these matters which may seem on the surface to be of minor importance. But they do not have a direct bearing upon the conference process as we have considered It, so I shall pass them by with the caution tiiat they* must receive careful attention. II The Art of Directing Questions The art of directing questions seems to me to be the most intriguing of all It is the nucleus of conference technique and the frequent use of questions is the chief distinguishing characteristic which identifies a developmental teaching pro cedure as contrasted with the purely informative type. Socrates made the question famous, perilsps he was the first artist in its use. His immediate purpose was quite different from the one in which we are interested, ki that he was overeeateus in poking holes in the stuffed shirts of his day. It was a method of severe Irony Safety in Farcmanshif by the Confcrenci Method 103 which spelled anathema to many prominent men in ancient Athens. Hits ultimate purpose, however, is identical with our own, namely, to make people think. We cannot use his method in industry. Socrates, with liis entourage of students, would corner a public official in the market place and proceed to slay him for the edification of his dass. We have no people to sacrifice upon the alter of education, and where it is necessary to expose the fallacy of one person's point of view before others, it must be done painlessly--an infinitely more difficult task. But the method employing searching questions, which has come down to us from the great thinkers, is of inestimable value to the educational process whatever its application. I cannot giro you any rules for fc&rrralatitig question!. There is no standard pattern for any question, for each individual and each conference group differs front any other, and the form of the question will necessarily vary with the circumstance. I can only sketch for you a criterion by which a successful line of questioning might be identified. I believe that even the most skillful questioners may find it necessary to experiment with several approaches with a perticlar indi vidual or group, The first indication of an effective line of questioning is clarity, and it is usually associated with brevity or terseness. Ambiguity, abstroseness, and verboseness are major curses to all discourse, but they are doubly so in questions. In a speech we expect a few rhetorical flares and a sprinkling of Mastonishcrs.M People, m flic habitual form of listeners, come to expect a certain amount of demonstration which simply pleasing to the ear. It makes little difference because one may listen and not attend. However, when a question is put to an individual or a group, a maxi mum of attention Is essential. There must be no doubt concerning the meaning Regardless of what a person's normal habits of speech arc, when he comes to propound a question there are no substitutes for simplicity of sentence structure and in choice of words. And the virtues of terseness and directness are doubly important. A question whkh may be answered by ye* or no, does not qualify as a thought- provoking question. If a yes or no answer is possible, usually the question has expressed an opinion whkh Is to be affirmed or denied. This may be done with little effort. Of course you may follow with a "Why do you believe tins?" But then the conferee has been put on the defensive and may resort to rationalising or justifying rather than honest thinking' The purpose of the question m tire con ference is vastly different from that of the lawyer who seeks to gain an admission or reconstruct a previous happening. The conference process is concerned with the conferee's opinions chiefly to the extent that they furnish a background for, or a Kcmtatlon to further training. .' If a question is to be associated with a case or a statement of principle it is better to state die case or principle first, make sure that It is clearly understood, am) ilien formulate a simple direct question. A question often becomes much too involved because statements not logically a part of the question are phrased with ft. Questions m a conference may be directed to the group for anyone to answer or may be put to an individual. A jodicktm use of both types stimulates interest, adds variety, and prevents the session from resembling an examination of the coo- ferees. However, when a question is directed to an individual it is desirable that other conferees weigh it also. So it is desirable, in putting such a question, to state the Question first and then name the individual from whom an answer is expected. A line of questioning must be carefully planned. It l not necessary, m fact it may be undesirable, to outline completely worded questions in advance of a con ference. It is desirable that the questions be planned with reference to the four steps in the reasoning process. In the conference plan for treating a phase of the accident prevention program whkh was outlined yesterday, the progress of the discussion was indicated by main questions for which an answer was sought. 104 Twenty-first Congress--National Safety Council Around these much detailed questioning and discussion must be conducted in order to brill# all of the experience of the group into the open and to reconcile the dit Terences of opinion. An effective line of questioning enables the leader to maintain control of the discussion and yet permits the maximum participation of the conferees. In a situa tion where the discussion is progressing toward the desired objective and yet resembles a free and unrestrained consideration of the subject, you may be sure that the leader Is stimulating the thought by questions which demand consistent attention upon the main objectives. Ill The Leader*! Defenses I lave listed an item under the heading of general considerations entitled "The Leader's Defenses." You may woodier why he needs tltem. There are two reasons, fl) The leader may be inferior in organization rank to some of Ills conferees or someone in the group may be antagonistic toward the program or the leader himself and the need tor a defensive technique may be real and evident. (2) Any group of people, if prodded to concentrated thinking (to which they probably are not accustomed), will be anxious to find someone to do their thinking for litem. The leader is the logical man to whom they turn and he needs an airtight defense in order to avoid having to answer his own questions. This defense is really easy. The leader must simply be humble and not know too much. Perhaps by adhering to this position he may create the impression of infinite wisdom. Hut the leader cannot honestly maintain complete ignorance in a situation which obviously is a process of teaching and he Is the teacher. So the leader cannot always say. "I don't know," if one of his questions is turned back to him. He must mamtain fm position as tlie guide to the discussion hut he must do rlifs by supplying the questions and not the answers. He may luring in data to be considered, but he must not do the thinking for the group. Let us assume that I have put a perplexing question to this group. You are struggling with it when some member out of an honest desire to see light, at per haps to toss a monkey wrench in the machinery (I rosy not be sure of the motive), passes virtually the same question hack to me. I can do one of several things. (1) 11 I have no satisfactory answer to the question, I can simply say. T don't know." But if 1 have devoted some thought to the tsrcbkm, perhaps* I cannot make this statement honestly without qualification. (2) I can say, "My experience on this point is limited and while I have some opinions, if I voiced them now they would be given weight out of proportion to their importance. But,--Mr. Smith (or just someone here) must have had some experience in this matter, will be (or they) help us?" (3) No question has but one side. Even the most basic concepts of arithmetic arc debatable. Part of my preparation as a leader lias been to study all angles of the questions discussed. I can simply state the views from different angles with the conclusion that, "here tx the problem as I see it. These are the factors whkh I took into account in attempting to arrive at a decision. I think it is important that you make your own evaluation of them. When you arrive at a conclusion in the matter. I shall be glad to compare viewpoints with you." (A) I can simply say. "The purpose of my question was to get at the reasons bdMnd the answer, for they may be more imi>rtant than the answer. I shall be glad to help you analyze the situation, but I feel that your experience is adequate and if you approach the question in this way you may be able to see your way dear to a conclusion," (Then reword the question, suggest a case illustration if one is applicable, or break the question and put only part of it to the group.) The best defense for the leader is to maintain as completely as possible the position Safety in Poremansltif by the Conference Method 105 of the asker of questions Tather than the supplier of answers. He can bring in relevant data from authoritative source*, he may cite cases from his own experience or the experience of others, or be may devise hypothetical situations for discussion. His function Is to do everything possible to expedite the process of reasoning by the group, but he must not do tbeir thinking for them. IV Drawing Out the Motive*; or Real Reasons Rather Thau the Arguments Advanced Under the heading of suggestions for dealing with specific situations I listed: Cl) Overcoming a tendency to debate questions, and (2) Drawing out the motives and real reasons rather than the arguments advanced. These are distinct problems but I shall discuss tSwm together. It is unfortunate tliat so much public discussion is insincere; I mean, insincere fO the extent that the real reasons or motives which cause a person io adhere to an opinion arc usually not the "arguments" which appear in public to support the opnuon. I shall refer to real reasons as those baste influences which cause us to believe a* we do and to "arguments" as those statements (they may or may not be our real reasons) which we parade in public in justification of our acts or opinions. Arguments arc everywhere to be found, real reasons are elusive and difficult to find. Arguments are usually developed hi such a way that a logical arrangement can be made. They can be set up in impressive form. They oficu lend themselves to graphic treatment and mathematical analysis. Real reasons arc often illogical. We have a "feeling in our bones,'1 a tie of sentiment, a deep seated prejudice, a feeling of fear, or a pride of one sort or another. These tiling* do not look well in print, cannot he set tip in graphs or charts or reduced to figures. Bat they are the things which cause us to behave and think as we do. And U you would reconcile two divergent viewpoints, or effect a vital change in a person's point of view, you must dig down to those basic influences or real reasons. Unfortunately there Is reason to believe tliat very tittle sound reawma# is dene In this worhi. The evidence seems to favor the method of grabbing an idea out of thin air and then scrambling for arguments to support it. What do we learn from a debate? All too often I fear that we get only those things which may be "marshalled in an impressive array." Our formal teaching has been largely along the lines of teaching principles and the respectable arguments which support them. This tendency to think in terms of arguments rather than basic reasons sets the stage ice the attitude of debate. In a debate the purpose of the contending parties fa not so much to discover the truth a* to prove their opponents wrong. This point of view is not consistent with the conference Idea. Unless the point of vi^w of the conferees is one of wanting to learn, tittle progress can be made. But the fact that conferences among supervisors deal with problems of a controversial nature upon which strong convictions may be held makes it difficult for the leader to suppress the spirit of debate and consider basic reasons. Constant hammering on this point by the leader will assist in keeping. conferees out of the debating frame o mind. But he must do more than this. He must be prepared to challenge arguments and press for baste reasons. If a conferee, in defending his point of view, brings forth an argument, the leader may question him thus: "If you held no convictious on this point and I attempted to sell you this idea on the basis of the argument you have advanced, would you accept it?" Of if a conferee in justifying hh position advances a basic reason, it may be put to the same test and, by such a procedure the members may be taught to discriminate for them selves and analyze their own habits of thinking. 106 Twenty-first Congress--National Safety Council V Circumventing Prejudice When a person harbors a deep-seated prejudice it is difficult for liira to give rational consideration to a point which involves the prejudiced view. Often a preju diced person asserts himself early ui the discustion and would titter coBiprofnise his position if he could do it gracefully. The function of the leader is to bridge the gap or make tt easy Sot a persee to abandon a firmly held belief without sacrifice of pride. An effective approach for the leader to use is to agree with -as muds ai he can c the prejudiced opinion and had the group to acknowledge this. Probably a cardinal principle in reconciling the differences between any opposing views is to cmpfaaswc the points of agreement (and these always exist) in this way minimizing the differences and making it easier for persons to shift from one view to another without Iom of face. A policy of this sort* if pursued consistently, lends to 01gender a broader toler ance ai divergent views in Cher people and promote a more honest and disinterested consideration of the points of difference. It may be said that the person who goes through the mental process of abandoning an opinion and taking on a new one (providaDc. of course; that the reasoning justifying the change is sound) has received more benefit from Che dbcussfon than ooc who baa simply placed the stamp of group approval upon his previously held beliefs. So-the presence of prejudice in a confer ence. while presenting difficulties for the leader, tends to enliven the proceedings and strengthen the conclusions which are finally agreed upon. VI In discussing these several elements of technique I liave selected just four or five which I thought would be of interest They serve to illustrate, I believe, the nature of this conference technique. You can readily see dMU it cannot be reduced to a set of rules--it h tempered too much by the judicious application to the particular situa tion. I might my that it is possible to train conference leaders but it is difficult to teach them anything about the technique. Tint is, we recognize good and bad technique m specific instances and by supervising the practice of the embryo leader he can readily be given a background of experience which is difficult to acquire by trial and error alone. But it is practically impossible to generalize and state a formula. And, after all, is tins not the case with any art? In these four talks I have attempted to set up a coherent conception of the con ference process. I realise fully tbc limitations upon such a venture and I cannot hope to leave more than a broad pJctisre of the philosophy which underlies this work. \V'e have discussed the purpose* the principles;, the application, and the technique of the conference process. The pervading notion in all of this has been the necessity for common, sound thinking--a very obvious conclusion. Unfortunately a subject such as this always suffers under the analytical process which is applied in logical presentation. The mimne we attempt to departmentalize and classify knowledge, tt loses much of its cogency. The story of Mark Hopkins on the log teaching all of wisdom, as he knew it, without formal plan or classification-but as the inspiration of the moment suggested it* is always conjured up wbea thoughtful teachers contemplate the idea! school. We can take a lesson from it. It is the Idea of the whole concept, or as Professor Dewey saw it when be outlined his c&mpfete act of thought. - ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Accident Prevention Equipment Manufacturers7 Section Officers 1931-32 CfiformaK--I-AWRBUcii E,, Dicksox. Standard Safety Equipu>ent- Company, Chicago, III. Vicc~Ck~itrman^'R. T, Soi.rmstrx. Elliott Service Company, New York, N- Y. Treasurer--Fjikdcsuck Wahusrt, Pulmosan Safety Equipment Corp , Brooklyn, N. Y, Secretary--E. L. Whrmer, F. H. Wheeler Wig, Co., Chicago, III. Ch&inmm Baler Business Relations Committee--F. Rutleogx Davis, Davis Emer gency Equipment Co., New York, N. Y. Chairman Membership Committee--Geoacs S. Siwu,, Safely First Supply Co, Pittsburgh, Pa. Chairman Exposition Committee--1* W. Millard, Industrial Gloves Corp, Danville, ill. ... .Chairman Nevus Letter Committee- ^, H- Rate, Chicago Eye Shield Co.. Chicago* 111 Oiawrmm Publicity Committee--R, T. Soc-exstkw, Elliott Service Co., New York, N. Y. Executive Committee--Msuaess at Labor K. \V. Mowb&y, American Abrasive Metals Co., New York, N. Y Howard B. Fonda, Burroughs-Welcome & Co.. (U. S, A.), Inc,, New York, N. Y. Ed. H Sykes, Mine Safety Appliance Co., Pittsburgh, Pa. Bmox W. Nutt, Safety Equipment Service Company, Cleveland, Ohio.. C. A. Partxxheiwrr, American Optical Company, Chicago, 111. BUSINESS SESSION October 2, 1932 The business session of the Accident Prevention Equipment Manufacturers' Section was held in the Wardman Park Hotel with Chairman L. E. Dickson, Standard Safety Equipment Company, Chicago, presiding. A general discussion was held regarding the desirability of developing closer co operation with the National Safety Council and the means of bringing this about. As business conditions did not seem to justify frequent meetings of the Executive 308 Twrmy~frst Congress--National Safety Council Committee ad the Section, sad is tt seemed expedient to have a committee m ckme taech with the activities of the ComcO, with authority to represent the Section on any sad all matters that aught come tip for consideration daring the intervals be tween meetings. H was decided upon proper motion and carried that "the four caeca the dScert of the Manufacturers* Section be constituted an administrative committee to act with the Council on natters pertaining to and affecting the interests o the manufacturers and suppliers of safety equipment who are included in the member ship of this Section.** The designation of such an Administrative Committee will unquestionably facilitate the work of our Section in its relationships with the National body. Another mens urc taken up at Washaogtoo looking toward closer cooperation and a more effective working arrangement was the election of Chairman R. T. So&axsten to membership in the Executive Committee of the National Safety Council. . The report of the Nominalmg Committee was presorted and officers elected for the coming year, as follows: CJtosrutaH--R. T. Solmrten. Elliott Service Company. Toe., New York City. yicr-C&er$*an--Buell \V. Nutt, Safety Equipment Service Company, Cleveland, TVearwrrr--Allan Clark, Safety Ckrthlng Company. Cleveland. Secretary--Fred H. Klein, WHIson Products, Inc., Reading, Pa. Members at Large-- W. T. Cameron, American Optical Company, Cleveland. F. R. Davis, Davis Emergency Equipment.Company, New York City. Lawrence R. Dickson, Standard Safety Equipment Company, Chicago. Howard B. Fonda, Burroughs Wellcome & Company (U. S. A.)t Inc., Near York City. I., N. Millard, Industrial Gloves Corporation, Danville, I1L George S. SbtilL Safety First Supply Company, Pittsburgh. Ed. H. Sykes, Mine Safety Appliances Company, Pittsburgh. Frederick Wohiert, Pafmosan Safety Equipment Corporation, Brooklyn. E. L. Wheeler, F, H. Wheeler Manufacturing Company, Chicago. Regular reports of the treasurer, Frederick Wahkft, and of the chairman, L. E, Dickson, covering past year's activities, were presented and approved. ADJOURNMENT Accident Prevention Equipment Manufacturers Who Mid* Exhibit. *t the Twenty-first Annual Safety Coeisrste, Wardroan Park Hotel, Washington. D. CL, October 3-7, 1932 Abbott Laboratories. North Chicago, III. Pharmaceutical products and first aid specialties, American Air Filter Company, Louisville, Ky. Air Altering systems. American Optical Company, New York City. Industrial eye protection. John K. Arps Manufacturing Company. Chilton. Wise. Safety ladders. Bendix-Cowdrey Brake Tester, Ir*e.t South Bend, Ind, Automotive equipment. Accident Prevention Equipment Manufacturers' Section Robert A. Bernhard, Rochester, N. Y. Saf-T-Tcp ampoules and Saf-fast liquid adhesive. Barroagiba-WeHcome & Co. (U. S A.), Inc., New York City. First aid and medical equipment, and surgical dressings- H. Chskb & Company. Inc., Pittsburgh, Pa. Safely footwear. Chippewa Shoe Manufacturing Company, Chippewa Falls, Wbc. Original Chippewa Gardtoe and uidy shoes. J. R. Clark Company, Minneapolis. Mittn. Safety ladders. Davis Emergency Equipment Company, Inc,, New York City. First aid, gas masks and safety equipment, Elliott Service Company, New York City. Safety, waste and other todustriat bulletin board displays. General Baking Company, New York City. Harley Davidson Motor Company, Milwaukee, Wise, Police motorcycles and equipment. Hynson, Weteeott & Dunnfng* Inc., Baltimore, Md, Mcreurochromc and ThantU. Hawkes Johnson, Lynn, Mass, Sand sprinkling device for streets. International Shoe Company, St. Louis, Mo AH leather shoes. Waite* Kidde & Company, Inc., New York City. Fire extinguishing apparatus. Mathias Klein & Sons, Chicago, III. Linemen's and electrician*' tools. Lehigh Safety Shoe Company, Allentown, Pa. Steel box toe safety shoes. Lifebey-Owens-Focd Glass Company, Toledo, Ohio. Safety glass. Lima Cord Sole and Heel Company, Lima, Qhio- 109 Jas. H. Matthews & Company, Pittsburgh, Pa. Bronze and aluminum safety trophies. Metropolitan Life Insurance Company, New York City. Life insurance. Mine Safety Appliances Company, Pittsburgh, Pa, Everything for mine and industrial safety. National Traffic Guard Company. Atlanta, Ga. Resiliffex highway guard rails of steel. 110 Twenty-first Congress--National Safety Council Patent Scaffolding Company, Loctg Island CHy, N. Y. Safety ladders and scaffolding for all purposes. Ptdmosan Safety Equipment Corporation, Brooklyn, N. Y. Respirators, hoods, helmets, general safety appliances. Pyrene Manufacturing Company, Newark, K. J. Hand and automatic fire extinguishing systems. Reece Wooden Sole Shoe Company, Inc., Columbus, Nebr. E. Z. Walking wooden sole safety footwear. Safety Engineering, New York CHy. Publishers "Safety Engkiesrmg**. Safety Equipment Service Company, Cleveland, OMo. Goggles, safety clothing and general line of safety appliance*. Safety First Shoe Company, Framingham, Uau. Safety First Shoes with patented ted toe. Surety Rubber Company, Carrollton, Ohio. Linemen's gtoves, blankets, sleeves, low leakage protectors. Surty Manufacturing Company, Inc* Chicago, -HI, Safety guards of all kinds. Willson Products, Inc., Reading, Fa. Personal protective products for industry. TIVENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Aeronautical Section Officers 1931-32 Chairman--Lestsr D- Seymour, Consulting Aeronautical Engineer, Chicago. Pirc-CAainwwi--Captaih E. V. RicstcxuACKaa, Vice-President, American Airways, Inc. WEDNESDAY MORNING SESSION October 5, 1932 The session of the Aeronautical Section convened in the Shoreham Hotel with Vice-Chairman Captain E. V. Rvckeabacker, Vice-President, American Airways, Inc* presiding. The vice-chairman welcomed the delegates and immediately Intro duced the first speaker. Safety Factors in Air Transport and the Adaptation of "Blind Flight" Training to Schedule Airline Operation By A. A. FRIKSTBR Chief Engineer, Fan American Airway*. Inc. The speaker said fn part; Probably no other dtvtricu of man's development of mechanical forces so graphically illustrates a conscious and sustained effort to solve those factors which affect its dependability, as does the progress of air transporta tion. It was born and has continued under enormous difficulties. In ordinary tram- port, we have two primary elements affecting Ha inherent dependability, the mechani cal and the personal. In air transportation you have an added third major element-- the weather. Yet by tremendous strides, and largely wHhm the past few years, the airplane has grown from a comparatively isolated experiment to a highly developed transport mechanism. Here In the Americas, for example, American aircraft manned by American crews cover 54,000 miles of regular airways, flying 24,000,000 utiles on scheduled service every year, carrying close to half a million passengers and linking every important American city within the continental United States to the centers of industry and population in every country but two between Alaska and Argentina, All this is graphic testimonial to the progress of air transport--not so much in the development of bigger airplanes; not in the improvements in mechanical design, as such; not in the remarkable advancements in speed; but rather doe* it reflect the 111 132 Twenty-first Congress--National Safety Council increase in establishing the fundamental dependability of the airplane as a mode of modern transport and communication. Aircraft design, most exacting of all engineering science,, has made notable im provement in the structure of aircraft. As a result, structural failures of aircraft in transport operations are comparatively rare. Aircraft engines Have approved dependability equal to that of the railroad locomotive. Microscopic analysts of material, rigid inspection of workmanship, extensive factory testing have contributed their part. Ami with the aircraft, once in service, the elaborate maintenance system generally standard m most successful details on all airlines is designed to insure the mechanical faultless operation in regular scheduled operation. But what of the personal element? Visual aids to scientific control of aircraft operation have aided materially in reducing the personal factor in air transport, litis should not be misconstrued The pilot ts today, as he always was, the key to aircraft operation. But line development of mechanical aids, standard equipment so to speak on all airlines, has done much toward providing the pilot better means with which to work; and consequently has acted materiaUy Co increase his mental and mechanical efficiency. For five years Pan American Airways have followed the policy not only of ad vancing mechanical improvement in navigating instruments and in the construction of the aircraft itself, but ct has likewise establishted roles of specific training in order to develop the pilot as a transport executive, comparable to the position of captain of a steamship. Physical condition is a primary requisite for dear thinking. The pilot m the air is called upon to make quick decisions. A sustained effort has also Item made to eliminate from the responsibility of the pilot many of those innumerable elements to whkh he was formerly required to give his personal attention; this afTsin. in order that his maximum efficiency sliould l reserved for his primary re sponsibility, that of the proper conduct of his aircraft A system of radio com* mimical:ion has been developed along the international airways, and weather stations lave been established front which detailed aothcnric reports could be presented to the pilot at frequent intervals over his entire mute. We further established it as a point of policy that a fully licensed radio operator should be carried aboard each plane as a regular member of the flight crew. A steward is also carried aboard the craft to elrrmnate from the concern of the pilot the detail of personal attention to Iris pas sengers. Moreover, an assistant pitot Is provided on all aircraft to relieve at inter vals the senior pilot of handling mechanical operation of the craft in flight, and to leave him free to devote his entire concern to the proper conduct of the plane at all times. Under these conditions the pilot need seldom concern himself with conjecture. He lias at Iris fingertips not only authoritative, up-to-the-mimtfe data upon which to base his operation, but highly trained, specialized assistants who are directly responsible to him for those features of the operation over which they are placed. A generally similar policy extends throughout the airways in regard to the ground organization. Maintenance policy Is designed to insure perfect condition of the aircraft at all times, not only because of tltc safety (actor such a policy assures, but also for the confi dence it can inspire is the pOot who always know* that he has reliable machinery at his command. With these improved factors to rely upon, air transport has made an impressive begtnmrtg toward the solution of die last great problem--the third element, weather. Here remains the most formidable olratacle to regular ah* transportation. The prob lem of operating planes in all kinds of weather has not yet been completely solved, although much progress has been achieved. In order that we may more readily visualize this problem of instrument or "blind" flying, let us look at the difficulty encountered by a small company which began operation in Mexico over seven years aso. Within a 250 mile stretch are concentrated all elements but one--tliat of snow-- Aeronautical Section 113 which constitutes the worst of ordinary flying conditions. Mountainous terrain, to begin with, from sea level to 11,000 feet. Fog. rolling in from the open gulf. Tropic storms which often reduce visibility to the vanishing point. And massive banks of solid clouds extending for hundreds of miles at time*, and reaching wet) beyond the service celling of any transport plane. The pilots of this airline, accepting the terrain without unusual qualms, remained on the ground in case of fcg or a storm ahead of them. But upon trip after trip they would leave Tampico for Mexico City only to find that the mountains were covered with solid clouds and that they could not get through any of the passes leading to the plateau on which Mexico City Is situated. At that time none of the pilots liad flown through clouds and such flying was considered very dangerous practice. A few of them attempted to learn to fly through clouds, and on short trips were usually successful, hut tfvrfr experience really proved that blind flying, that is. flying without being able to see sky, giound or any visible horizon, was impractical for long distances. ^ When they first began to try to learn to fly through clouds these pilot * relied upon their sense of feeling- Unfortunately this sense is wholly unreliable under the circumstances. But these pilots were a hardy lot and persevered. Selecting a spot near the base of cumutous clouds, where this base was several thousand feet above the surface oC the ground, they ploughed it. If they got into difficulties, which they usually did, they simply fell out of the clouds again, with ample opportunity to regain control of the plane before striking the ground. Gradually they accumulated an invaluable store of experience, as a result of their lria!-and*error methods. Altliouph they did not find a satisfactory solution of the probSesti. their experience formed the foundation upon which a solution was based--the application of the results of their experience, coupled with concentration upon instruments, and the development of a scientific procedure of training. In January, 1929, Pan American Airways torsfc over the operation of this Tampico- Mexico City route as a section of its airmail lines from Brownsville, Texas, to Mexico City, and later to Vera Cruz and Merida. After a thorough study of the situation, the management became convinced that by applying a scientific training to the pilots' experience and by establishing a control procedure to that training, a routine of instrument flying could be worked out for the solution of their immediate operating problems, and at the same time could set up a standard and tested pro cedure few* the training of future pilots. Tive conditions established as necessary for this routine were the following: 1. The installation in each plane of suitable instrument?, properly maintained, and properly grouped on the instrument board. ' 2. The availability of complete weather information, not only from the point of departure and destination, but also from as many intermediate or adjacent points as possible, 3. Dependable two-way radio communication between the airplane and the ground at all times. , 4. The use of multi-engined aircraft, whose allowable load is limited, if neces sary. so that the ceiling of the plane with any one engine dead is sufficient to clear, with ample margin of safely, any obstacles along the particular route. 3. Conservative flight operating policies. 6. The highest possible point of reliability In maintenance of airplanes and engines. In carrying out this fundamental policy the management attacked the problem of training pilots in instrument flying by converting a Fairchild FC-2 plane into what might be called a *blii>d flying trailring plane." The conversion was performed by glazing the windows of the cabin of this plane to simulate the condition of flying through clouds or fog, installing dual controls, and partitioning off the cabin proper from the pilot's cockpit by an instrument board oo which was mounted a full set of flight and navigating instruments. Nothing outside of the plane could be seen from 114 Twenty-first Congress---National Safety Council where the student pilot would sit. The flight instruments mounted on the student pilot's instrument board were turn and bank indicator, air speed indicator. rate of climb indicator, and altimeter, white the navigating instruments were compass and dock. These instruments were grouped in such a manner that the most important ones were next to each other and could be read at a glance, in order to lessen eye strain and fatigue. In addition to the flight and navigation instruments, the standard engine instruments were already installed in the plane to give the pilot accurate in* formation concerning the operation of his motor. Speaking tubes were also installed so that tin pilot could communicate with die student and vice versa. The ursi obstacles to be surmounted in the training of pilots in blind flying were psychological. In the early days of flying in this country, instruments were few and these were generally poorly maintained. Failures were frequent and pilots had little confidence in their instruments. The average pilot, therefore, relied more on his owu sc, m of balance than upon his instruments, even though instruments had become w* (1 developed by the time we refer to, if reliably and properly maintained. This prejudice of the pilot was soon overcome by well-known tests, however, and the training in blind flying began. The student is seated in the blind cabin of the training plane from which it is im possible to see anything outside, and the instructor takes his place id the regular cockpit. The instructor takes off and flies the plane tip to several thousand feet altitude, when he turns the controls over to the student with mstruedoo. to fly in a straight tine. Under coaching from the instructor the student soon 1earns to do this and is instructed in like manner in general turns, climbs and glides, figure-eights, sharp turns, steep climbs, spirals and recovery from stalls are all mastered in a similar manner. The student u then required to fly a predetermined dosed course by the use of hs instruments alone. After passing successfully mil of the requirements of the course outlined above, the student pilot, who usually already lias several thousand hours of flying to his credit, has confidence in his instrument* and can fly through clouds using them. In the division m question, he is assigned as co-pilot on one of the regular runs on which instrument flying Is frequently encountered. He remains on this assignment in order to acquire experience in applying bis knowledge of instrument flying to various routes and types of planes until he has thoroughly mastered all of the tech nique of instrument flying under actual operating conditions. He is not assigned as senior pilot, however; until he has had so much experience In actual instrument flying that this type of flying causes him no uneasiness whatsoever and be can actually fly blind for several hours at a stretch and experience practically no more mental or physical fatigue than he would if He were flying in clear air. YVhfle the above technique m blind flying and training was being perfected and applied, Pan-American Airways was busy installing or adopting the other require* meats for safe instrument flying. Fully equipped two-way radio comnrarocation sta tions were installed in each tri-motor plane sod at frequent points on the American Airways System. At each radio station was installed a fully equipped meteorologi cal station and with barop'aph, armemometer, wet and dry both thermometer, rain gauge and, in many cases, wind aloft instruments. These instruments measure at mospheric pressure, wind velocity, humidity of the air, air temperature, amount of rainfall, and wind velocity and direction at various altitudes respectively. Personnel at each station were trained as weather observers. The operation department bosved itself with the development of the proper pro cedure for blind flying over the scheduled airlines carrying passengers. It has al ways been the policy of the company that any pilot must not proceed on any flight which in his opinion is unsafe. The operations manager or the airport manager at the point of departure or destination may also caned any flight which he believes unsafe. The following policies in applying instrument flying scheduled transport operations were developed: Aeronautical Section 115 (1) All instrument flying would be done at an altitude sufficient to clear by at least 1500 feet any obstacles within 35 rmfes of the course. This margin was suffi cient to allow for any inaccuracy of the altimeter or for any change in barometric pre(s2s)ureP. lanes flying blind from Tampico to Mexico City were allowed to proceed to Mexico City only in case of scattered clouds or no clouds along (he route over the plateau on which Mexico City is situated. This provision was necessary because of the proximity to Mexico City of two peaks over 17,900 feet high. (3) Ho plane was allowed to proceed to Tampico if instrument flying was known to be necessary by weather reports from Rancho Mender when Tampico reported solid clouds less than 1,000 feet high. There are no hazardous obstructions near Tampico, and If the clouds are 1,000 feet high the pilot can come down through them and the ground will be visible wlule the pilot has ample altitude in which to maneuver His(4c)raftP. rofile maps were developed showing the terrain of the Tamptco-Mcxico City route in plan view and also in profile, the profile section bring divided into shaded and unshaded portions. The shaded portions represent the altitude of the actual course, while the unshaded portion gives the profile of the highest terrain within 35 miles of the course. After each flight, the pilot fills in on his map the weather conditions along the entire route, including cloud*, wind dircctiou and velocity, etc-, and also showing the course flown, marking winch sections of the route were flown l?y instruments. This map Is very convenient for the chief pilot when dbctiswsjg each flight with his pilots. (5) Ho flying was allowed in or under nimbus clouds. Nimbus, or thunder storm clouds, contain ascending and descending air currents with exceptionally High velocities. Striking such currents suddenly Imposes dangerous stresses on the struc ture of an airplane. Flying trader such clouds is dangerous because hail often falls from them and the hail damages the wings and propellers of the plane. Nimbus clouds always cover an area of comparatively few mites in diameter, however, and can always be flown aromd. (6) No landings were allowed in fog or poor Usability. Fog still presents a serious problem to railroad and steamship operations. The railroad train requires to be controlled in only one dimension, the steamship in two dimensions; moreover when encountering serious fog, the train and steamer can retard their speed as much as caution demands. The airplane, however, mint be controlled in the third dimen sion as well, down or op, and the airplane by its very nature must land at high velocity. All of these factors combine to make the problem of landing an airplane in fog or poor visibility a very difficult one. - As an additional precaution and supplement to navigation by dead reckoning, the commonicathxis department of my company developed a radio direction finder for use at certain strategic points. One of these direction finders was installed at Tampico as an experiment to determine its value as an aid to navigation in instru ment flying. The results of tius experiment have been very gratifying. There arc two chief advantages in instrument flying from a safety point of view The first Is that almost every pilot, at some time or other during his career, due to unforeseen circumstances, finds himself in a predicament in which he muat fly in fog or clouds. If a pilot in such circumstances has not had proper instrument flight training and experience, he must rely upon fortunate chance to extricate himself from this situation, whereas, if he has had proper training in instrument flying, hr can proceed through the fog or clouds and land in some clear area within his range. The second advantage of instrument flying is that it eliminates any tendency toward flying along at a low level underneath low hanging clouds. The danger of this, naturally, is that the clouds may come down lower and that the pilot may be forced to fly with such poor visabiHty that he strikes an intervening object. If a pilot is 116 Twenty-first Congress--National Safety Council experienced in instrument flying:, lie would usually much prefer to fly up over the clouds or through them at a altitude sufficient to clear by an adequate safety margin all obstacles within many miles of his course. Maintenance a Vital Factor in Safe Operation of Air Transports By RALPH G. LOCKWOOD Chief Engineer, Stsum Air Transport, Inc. The speaker said in part: The safety and reliability of air travel shows that during the past few years the scheduled air lines have flown 3,600,000 miles per fatal accident, as compared with a little more than 1,000,000 miles flown per fatal accident in scheduled operation during 1929. This increase in safety accomplishment may be traced to a number'of factors. However, the most important of these factors las been the selection of personnel and the education of that personnel ou the proper method of maintaining: an airplane In accordance with safe practice. The most important link in the proper mawttctuoce of air transport asrptsacs is the type of inspection system that has been developed, as h has been found thrt better maintenance can be obtained if a carefully prepared, written inspection torm is developed for each particular type airplane operated. Great care should be taken in preparation of these inspection forms to cover all vital points of the airplane structure, engines and thdr accessories. A space should be provided esa all inspec tion forms for the inspector's initials, opposite each teem, as well as a space for the mechanic's initials who makes the repair. In my company the scfacdaics are so arranged that a routine, systematized inspection can be accomplished oa all airplanes with the following arrangement: line or before flight inspecttoo. 10, 25. 50. 73. and 100-hour inspection periods. The 100-boor inspection 7s very thorough and require* an airplane being out of commission for 24 hours. In order to keep a very 1dgfa standard of Inspection, we have prepared an inspection manual for the guidance of all inspectors. The majority of equipment on air lines today was designed by manufacturers who had had no airline experience. Consequently, H was impossible for than to give maintenance much consideration as their time and efforts were devoted m obtaining performance. By the same token, the operator did not have sufficient experience to furnish the manufacturer with the necessary information in order that he might de sign maintenance into the airplane. The operator found by experience that quite a few changes were necessary and the changes made by the operator were to afford an ease of maintenance and inspection. In view of the experiences of the but few years of the operator and designer, it has proved that a given type of plane with the same horsepower or engine, although H may be lighter in weight and have the best performance, is not necessarily the most reliable, economical, or desirable to operate, if ease of inspection and maintenance has not been designed Into the airplane. Addi tional weight in an airplane or engine is desirable providing H is placed there for maintenance purposes and not a* a result of poor design. We have found from our experience, that in order to obtain good results from inspection and maintenance personnel, the proper facilities must be available for the work at hand. Convenient stockrooms, tool rooms, benches, etc., must be provided. In cold weather, a warm, well ventilated hangar with good saintary facilities includ ing a locker room and showers for the convenience of the mechanical personnel. Tlie cleanliness of the equipment, hangars and shops is conducive to careful inspection and pride in workmanship. Careful, painstaking inspection and maintenance produce the reliability and safety that are demanded by the public. It is believed tint accidents and losses are prac- Aeronantical Section U7 ticaliy always the result of lack of care. Proper inspection and maintenance require a given amount of time. To reduce the time required, reduces the safety and re liability which in the end increases the cost. Maintaining Efficient Pilots Through Physical Fitness By DR. K. H. PADDKN Flight Surgeon, Western Division, United Air Lines, Oakland, California 2*be speaker said in part: During the World War it was found by a survey ot air crashes, in the British air ports alone, that a far greater number of crashes -were occurring from non-eombat sources than there were planes actually being shot down in battle. Structural failures of airplane* then contributed a far greater percentage than now exists in die aviation industry, but then as now, by far the greater num ber could be attributed to no oilier source than the individual personal factor of tl*e pilot himself. Civil or commercial aeronautics in the United States was greatly aided and safe guarded by the organization of the Aviation Section of the Department of Commerce in 1927, and the importance of the physical condition of pitots tit relation to their efficiency was emphasized by the institution of a periodical physical examination cwtcc a year for the pilot aud non-passenger carrying type of pilot, and semi-annually for passenger carrying type of licenses. On December 1. J928, United Air Lines, a* a result of a carefully planned program of education, instigated % 30-day physical examination of their pilot* and my rela tion* with the company started at that time. This work was snore or leas of an experiment at first, and began on a single 350 mites division with three pilots. It was found so successful that It has since spread over the entire United Air liiies system, and three doctors are now doing this work. The objective of a periodic 30-day physical examination reaches out a great deal further than that of eliminating accidents or crashes. True, that 7* a vita! point In its goal, bet of just as much importance and one which is certainly not so intangible ia ks claims. Is that of prolonging the efficient operating life of its flying personnel and so protecting the capital investment. Whale it cannot be said that flying is detrimental to health, yet there arc most certainly stresses and strain* imposed upon the special senses and central nervous sys tem of the *Twrd man** that are not commonly encountered in the Mon the ground'* occupations. This special demand *s no different than that seen in any specialized occupation, or it can be likened favorably to the specialized branches of medicine which are particularly adapted to various climatic changes, such as is commonly seen in the various tropical fevers and complaints which are so foreign to temperate zones. Parteular attention is paid to the three special senses, so pertinent m the air pilot's demands. Not only is good vision a prime requisite of the efficient pilot, but, just as important is equal and flexible extrinsic eyeball muscles. Keep in mind that the pilot has not only the two horizontal planes to watch, as does the automobile driver, but he has m addition the vertical planes, with every possible degree of rotation which Ue therein. Good flying requires an exactness m the estimation of distance attd space not essen tial in many other occupations. Coming down over obstructions, such us trees, wires, buildings, etc, in the commonplace type of landing requires evenly coordinated eyeball movement. The actual landing of a plane requires the same perfect coordina tion to make possible the smooth velvety laiuimg so often experienced in our modern airliners. These well nigh perfect eyes do inst go bad all at once: the onset of any imbalance is nearly always insidious and gradual. Our periodic examinations detect these 118 Twenty-first Congress--National Safety Council thin** and therapeutic exercises and step* are taken to restore them before serious consequences may occur. The concractile power of the lens commonly experienced between distant vision and close work is of paramount importance to the pilot, who must needs watch his instrwnerrt panel, reading it accurately at a glance, and then fix on a distant beacon eight or ten or even fifty miles distant. The special sense of equilibria so intimately associated with the middle ear ts of just as much importance as that of sight. Hearing is important, of course, but not as vitally so as that division of the middle ear devoted entirely to equilibria. The influence of atmospheric pressure, particularly on those mountainous divisions where ten or twelve thousand feet and back to sea level arc commonplace events, produces a trauma on the eustachian tube which demands occasional outside assistance to give relief. Focal infections are prone to influence and affect those various special senses and for that reason special attention is paid to the teeth, gums, throat, a sluggish bowel and all the usual abodes of infected foci. Some form of recreation is insisted upon and the efforts extended in obtaining active physical exercise repay more than ordinary dividend* in the increased tenacity and efficiency of a normally functioning bowel. Realizing that the nervous temperament of man influences in a striking manner his ability to concentrate and apply himself, a careful survey and scrutiny of those coadhkxi* of emdrooment, economic or physical, rs made at at! times. There is much nf a fiduciary relationship between a medical advisor and the pitot, especially in this latter capacity. He must act in the role of father confessor and stern disciplinarian. This is meant as no reflection against the majority of pilots. As a lot, there is no more loyal, sober, and industrious type of individual than that seen in the veteran pitot. He is red blooded, to be sore, hut there is none of the wild reckless abandon in evidence that is so commonly played op in fiction ami even k everyday srereiated press dispatches. It is not without a peculiar significance that the majority of the old time airmail passenger pitots (men with from 5,000 to 15,000 hours k the air), arc men whom you have heard little or nothing of. X know from experience that any brother medical colleague would be frankly envious of the cooperation these men give me. These men know their jobs depend upon themselves. They know it is absolutely necessary that they keep in shape, and to the rather elaborate process of selection of first pilot material now to vogue on our lines, we are dealing with a hand picked group of men. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL m A. S. S. E.--Engineering Section Officers 1931-32 CtHtral CMrmm-U. G. Llovd, U. S. Bureau of Standards, Washington. D. yice-Ch&irvHii__H. S. Smith, Union Carbide and Carbon Corp., New York, N. *. yice-Cheirmoa--5* E. Wsmicc, liberty Mutual Insurance Co,, Boston, Mass, Secretary--W. Deak Kerfs*, National Safety Council, Chicago. 111. Assistant Secretary--GS4tE S. Woo, New York, N. Y. Members aI Large-- ,, . . .. Crai. Aiwaworrit, American Standards Association. New sork, 2w- . C- B. Autx, Weatinghouse Electric and Manufacturing Co., East Pittsburgh, Pa. J. I. BakaJJH, Consulting Engineer, Chicago, III. E. W. Bscr, United States Rubber Co. New York, N. \. E. F. Blahs, Jones and Laughlim Sted Corp., Pittsburgh, Pa. J. E. CcjixtwEV, Bethlehem Steel Co* Bethlehem, PaEavesr Hakttorb, American Society Mechanical Engineers, New York, N. *. A. P. Hucks&teih, Pennsylvania Department of Labor and Industry, Pitts burgh, Pa. (Western Pennsylvania Chapter) S. V. James. Underwriters' Laboratories, Inc., Chicago, UK A. S. Johwsoh, American Mutual Liability Insurance Co., Boston. Mass. R. McA. KeowX, Industrial Commission of Wisconsin, Madison, Wis. B. B. McCulloch, Bureau of Safety, Chicago, IJJ. H. W- Mowmy, American Abrasive Metals Co., New York, N. Y (Metropol itan Chapter) . E. . Place, American Mutual Liability Insurance Co. t Boston Chapter; a! S. Rboula, Industrial Relation* Counselors, Inc., New York. N. Y. A. D. RtSTEEM, The Traveler* Insurance Co., Hartford, Conn. F. M Rossblaho, Newark Safely Council. Newark, N. J. G. E. Sawfcbb, General Electric Co., Schenectady, N. Y.. W. R. Smith, United Engineers and Cooatructors Inc., Newark, N. J. (North ern New Jersey Chapter) ' TUESDAY EVENING SESSION October 4, 1932 The first session of the American Society of Safely Kngineers--Engtneering Sec tion was held to the Wardman-Park Hotel with General Chairman Doctor M. G. Lloyd presiding. The session, being held in the evening, was a unique Idea, and 119 120 Twenty-first Congress--National Safety Council apparently was writ approved by the delegates. Chairman Uovd welcomed those present and munedsately introduced tbc first speaker. Research in Safety Engineering By JOHN A. DICKINSON Research Associate, United States Bureau l Standards, Washington, 1>. C. The speaker said in part: When the second edition of the Elevator Safety Code was bems prepared some years ago. it became evident that no performance specifi cations could be written for oil buffers and undercar safeties because there was prac tically no data upon which to base such requirements. It was not a question of whether such devices would stop a descending car. but how quickly or gradually the stop would be made. To make the necessary researches, a Research Fellowship at the Bureau of Standards was established, funds for tins work being contributed by the elevator and associated industries and casualty insurance groups. As hydraulic buffers offer fewer variable factors, these were selected for initial study, and sixteen oft buffers made by twelve different manufacturers were studied exhaustively for three years. Many of the buffers submitted were incorrectly designed for the intended duties. Some showed a retardation as high as five times gravity, whereas well designed buffers at the same speed and with the same load showed retardations only slightly above one and one-third grarlly. As a retardation of S g_ places an additional load of five times a person's weight on his feet (that is a person weighing 130 pooods will Have to support a load of 900 pounds during the period of such retardation) jt is quite evident that such value* are excessive and should not be permitted. As a result of tltese test* many of tbc buffers were radically redesigned. Following these tests, the 1931 edition of the Elevator Safety Code included per formance and test specifications which alsculd insure the Installation of a buffer capable of giving a smooth safe stop for a designed range of load and speed. The resales of these tests have given the industry a new picture of the action of mvdcrcar safeties. Tests with various lubricants have shown that their effects on the action of safeties may be very marked; certain solid lubricants such as white lead, graphite and sulphur, may, under certain conditions, seriously interfere with the ac tion of the safeties. The effect of worn rail joints and roughened rafts has been clearly shown and the effect of safety shoes of various materials has been studied. As the locking of the governor rope provides the means of actuating the usual type of wedge clamp safety it appeared desirable to obtain the tension in this rope dyeing a slop. A continuous recorder driven by a synchronous motor was developed and these records when plotted on the same sheet with the retardation curves ex plained many of the Irregularities which had previously been hud to variations m the thickness or surface conditions of the rails but which were m reality doc to inertia of tile safety parts and to the ndtion of the governor rope itself. American Standards of Safety in the Construction Industry - By W. R. SMITH United Engineers and Constructors, Inc., Newark, N. J. The speaker said in pan; The development Of safety standards for the construc tion industry *$ being carried forward under joint sponsorship of the National Safety Council and the American Institute of Arcliitect*. The scope of this work Is as follows: A. S. S. E.--Engineering Section 121 Construction, demolition, and repair of buildings, including excavation, foundation work, steel erection, scaffolding, lighting, openings, temporary doors and stairs, m relation to accident hazards to employees and to the public. The assignment is in the hands of a thoroughly representative committee as re gards those organizations, institutions and agencies closely identified with the con struction Industry. The advantages of having representation from all Interests are obvious. Con flicting or competing standards are undesirable mod to be avended. Saying the same thing in many different ways is confusing and ultimately leads to controversy of a serious nature which cannot easily be compromised. It is, therefore, desirable tlvat 11 concerns should work together and cooperate to establish standards for the Indus try, which should what completed constitute a real consensus of the very best opin ions and judgments available. No one in any way familiar with the construction industry and certainly no mem-* her of this organization can fail to realize tle extensiveness of the scope of the standards that this committee is called upon to develop, and the amount of discussion that will be necessary and the points of view that wilt have to be adjusted. Bui uz tny opinion the success that will he obtained, and the usefulness and work ability of the document when ft Is completed, will be determined by the opemumdednc*s of those who have this responsibility resting upon them; and who arc approach ing this obligation with a realization that the construction industry can set forth these fundamentals that It considers essential in this general regard, and at the same lime con state what is considered to be t)w best practice* for specific conditions, which may then be defined as American standards. In the selection of data, anil the determination of the degree to which It s-ftouM be specific many divergent opinions need to be focused and assayed, and progress can the more readily be made when it is accepted by all concerned that all that is bring attempted is the setting down ot what the Industry deems to be the best at the particular time, and that there wit) I* provided the same opportunity for bring ing about revisions and the keeping of the standards up to date, as was the cose during the formuJatioa of the original subject matter. Obviously, extreme care must he exercised in the selection of data from the tedmfcal point of view, to the end that the provision and requirements may he regarded favorably by all, endorsed completely and observed faithfully. Then, there is the other important considera tion of toe use to which such standards may possibly be put, and the influence that such erroideratfott shook! !ve In the character of the document and its detailed requirements. Perhaps the points of greatest controversy in connection with this whole subject of codes and standards h the question of legislation, and rightly so, because of the very great hardship that can be brought upon the industry and the workers in it, when ill advised agencies produce documents of this character and then proceed to have them enacted verbatim Into taw. In the majority of instances those who respond to the urge from some quarter to develop such data for enactment into law ore not sufficiently expert technically and do not possess judgment which has been ^matured by experience with the subject before them. Partisan Interests then sway opinions and bring about action which is Inconsistent with the methods and technique cd the Industry. And further, when such requirements aivd provisions have been enacted mto laws even typographical errors and obvious inconsistencies, to say nothing of changes desirable because of advances in the art or in technique, are corrected only through legislative procedure, often requiring more effort than was put forth to have the law passed in the first place. If, an toe contrary, a national code were the document bring used as a standard of procedure by anybody whether legislative or not, it would be a comparatively simple matter to bring about revision and, with the endorsement of the responsible organizations, Hs observance by all concerned without delay could be anticipated. 122 Twenty-first Congress--National Safety Council We are perhaps *11 of one mind with regard to the fusKfoxncntal correctness of the statement that education is the way out of practically all of oar difficulties in what ever walk of life we may find them. In The days when opportunities were offered to the young- and inexperienced to serve a time of apprenticeship in the presence of and ae the feet of those who were masters of their art and also endowed with the ability to pass on their knowledge to the attentive worker, there was perhaps a minimum of need for text books, or anything that may be likened to such a record of experience. Bert the present day finds us confronted with a different and a more difficult prob lem, and in this construction industry there are many who are attentire to this sub ject of construction safety, but deny the contacts that would prove helpful. And there is still a larger group perhaps made up of those who are disinterested and who eventually occasion the attempts made to bring them into line by legal procedure. Now, to my mind, and from whatever point of view the subject is approached, there is conspicuously evident the need for a text book on this subject, to be produced by the construction industry and winch can serve the purposes of -amy and all groups. Complacency on the part of these organizations that have been successful fct con trolling their own safety records through wdl-tboMght-otrt plans and procedure, is not sufficient to the need of the times and wOl not improve the genera! conditions which indirectly affect every enterprise associated with the hndttstsy. It, therefore, !ehoovcs this industry as it does all others to produce the proper documents by controversial discussions in properly selected committees and through compromise produce a practicable and workable standard which h the best for the time and permits of another step being taken forward. We can alt thus advance to the position made possible by the standard, support ft. observe it, invite Its utilization by sill who need it, and thtts create respect for the standard itself and the industry that produced It. Ladder Safety Code By H. D. BENDER American. Telephone and Telegraph Company, New York City The speaker said in part: The National program for the elimination of ladder accidents was initiated when the American Society of Safety Engineers accepted sponsorship for the Ladder Code in 1920 and organised a sectional committee to draft it. In order to insure that all groups interested In the project were ftitiy rep resented, the personnel of the committee included representatives of the ladder manu facturers, the lumber Industry, employers and employees as ladder users, slate regu latory bodies, the insurance interests, engineering and wifely societies, and the Federal Government* This resulted tn a sectional committee of about 25 members. Taken as a whole the Code represents a set el specifications which outline the standards of performance that are generally acceptable from a safety standpoint in the construction and installation of all types of ladders. Furthermore, it includes recommendations and safe practices as regards the general use of ladders. The Code was approved as a tentative American Standard and issued during the latter part of 1923, as Bulletin No. 351 of the United States Bureau of Labor Statistics. While the main objective of the Code Is to promote safety. Its acceptor* by all interests offers a number of commercial and economic advantages as by oducts: (I > It serves as a background of common understanding between the users, ladder manufacturers, and other interests. - (2) It standardizes and simplifies the problem of the lumber industry and broadens the field far their product. (3) In the fodder industry it brings standardization and simplification with mass production at lower costs. A, S. S. E--Engineering Section 123 (4) It serves as a background for standardization to the big users and permits consolidated purchases for use throughout the country. (5) It makes available to the small user a satisfactory product at reasonable cost. (6) It serves as a basis for the establishment of uniform regulations by regttlatory agencies. (7) It raises the quality level of the product. (8) Last, bat not least, it serves as the foundation for further accident prevention work. A question might well be raised whether these advantages are theoretical or whether they have been actually realized. This can be answered by outlining the experience of the Beil Telephone System, in their accident prevention work on ladders. Ladders are necessary to serve an Important role, in connection with the construc tion, installation and maintenance of the tolepttotve plant. Practically every occupa tional employee Has occasion to use one or more types in His work and practically every automobile truck engaged hi plant work is equipped for carrying vac or more ladders. The types most commonly used are extension ladders, sectional ladders, step-ladders, straight ladders and rolling ladders. When the National Code was issued the only types covered by Bell System standards were the rotting ladders em ployed in the maintenance and central offices and a straight fodder for manhole use. The remaining types, which are largely employed by the outside construction and installation forces, were furnished under local arrangements, established individually/ by each operating company of the system. With the issuance of the code in 1923, steps were immediately taken to prepare detailed purchase specification* for the types not previously standardized. Specifica tions for extension ladders were issued early in 1924 and those for step and sectional fodders about a year later. While these specifications were based upon the Code's requirements, they were drafted to cover a definite design and the construction and material features were outlined more fully in order to eliminate all variables and permit the establishment of a thorough inspection routine. All ladders purchased under our specifications are inspected 100 per cent by a trained inspector to insure that all materials and workmcnahip are equal to or better than the specified limits Of r^|W.h"^wn*Tl|tfTbe safety results obtained from this program may he summarized as follows: For convenience let us assume that 100 represents the frequency Index of loot-time accidents for fodders per thousand male plant employees for the year 1923. For 1924 when standards were in effect for extension ladders, this Index dropped, to 70, a reduction m frequency of ladder accidents of 30 per cent. In 1927, after alt types were standardized, die Index was 61, or a reduction of 39 per cent. In 1929, the peak of plant activity, Ae index was reduced to 40, or a reduction In accident fre quency of 60 per cent. Estimates for 1932, based upon the accident records for the first seven months, indicate an index of 26, or a reduction in the frequency, rate of fodder accidents for Ae tea year period of 74 per cent. We have followed the ladder situation closely since Ae Code was Issued and find that many improvements have taken place. The lumber Interests have improved their product IhrtnifA standardization of grading, the fodder industry has effected kx im provements in production methods, and a bettor product is generally available. Fur thermore. the users ore paying more attention to their fodder problems and Ac general trend, particularly in industry. Is toward higher safety standards. While all of Ae benefits mentioned cannot be accredited to the safety code, it must be recog nized that vt has proved an important factor in stimulating the endeavors and actions to imnfomie accidents in which the handling or use of ladders is concerned. Several years ago the code committee undertook the revision of the code with the thought of bringing it up to date and of having the rating changed from tentative 124 Twenty-first Congress--National Safety Council standard to standard. It may be of interest to mention a few of the major topics that came up for discussion in connection with the revision. One of the first subjects to bring out differences of opinion had to do with the section which outlined a proof test as a means of checking quality of the rails of extension and straight Udders. Experience indicates that proper grading- of the ladder stock followed by adequate visual inspection of the completed product offers a more reliable and a safer basis of insuring quality control. The section on material requirements was originally based on minimum dimensions of parts and limiting- the timber defects for each part. Such an inflexible grading requirement was considered too severe. The proposed draft includes the complete revision of this section allowing more latitude fa the timber grading without impair ing the overall safety standards. The original draft Included a number of specific instructions or design require ments which were of questionable value from a safety standpoint. For instance, it requires a uniform step spacing of 12 inches for all types of ladders. In general, this requirement is probably satisfactory. However, there are cases where this equip ment is designed to reach^ definite heights where operations are performed and it is entirely possible that a 10-inch spacing fa specific spaces might prove more acceptable. Another feature which has occasioned considerable discussion has to do with rung -i*ustnKtion. There are opinions that rung joints should consist of a full mortise and tenon, in fact this requirement is included in a state code on ladders. On the other hand, the socket type of rung construction in which the rung tenon does not extend entirely through the side rail has been used extensively with satisfactory results. Since the original draft of the code did not cover specific requirements for this feature, the revision recognizes both constructions and outlines requirements for both. ^ Another feature which causes differences of opinion whenever ladders are discussed is the matter of so-called safety feet to prevent slipping of a ladder on its footing. TIiere are many types available and new ones are constantly being developed. It* seems good practice to leave the decision of selecting safety feet to the different classes of ladder users who arc intimately familiar with the type of surfaces en countered for ladder footings. In general, quite a large number of the proposed changes involve substituting suit able performance standards for requirements which specify methods. The revision involves an additional section on mine shaft ladders proposed by the mining interests ami so many minor dumges that it was found necessary to rearrange the entire text. Aside from a few last minute suggestions the revision is complete and it is hoped to submit it for final consideration before the year closes. It is felt that the acceptance of the revised draft as an American Standard Safclv Code will bring the different interests into closer agreement and will intensify their combined efforts toward the elimination of ladder accidents. a.- ~ Electrical Cutouts in Industrial Applications By B. C. NEWTON end G. F. LINCKS Fuse Cutout Engineering Section, General Electric Company, Pittsfield, Mass. The term "electrical cutouts" will deal with fuse cutouts as used for protection in case of short circuits on 2300 to 7500 volt alternating current systems. An exten sive development program carried on in recent years has increased our knowledge of the fundamentals of design and operation of fuse cutouts, making possible improve ments and conservative ratings, which assure a greater degree of safety to both equipment and operators. Industrial applications for these devices may be divided A. S. S. E.--Engineering Section 125 into two main classes, as covered in the National Electric Code, Article No. 50, Sec tions Nos. 5009 and 5006 respectively: 1. That of protection on the incomiug feeder where transformers are owned by, and located in, the factory. 2. That of affording protection to the individual installations of control apparatus and motors. Before discussing these Industrial applications, consideration should be given to tlie fundamental principles of operation and design of high voltage expulsion and oil fuse cutouts which arc essentially devices for connecting fuse links in tl>e circuit. Present designs have special features providing for successful long time operation at the rated voltage and current, as well as a means for aiding in the interruption of short circuit currents. Expulsion Fuse Cutouts The expulsion fuse cutout consists of a fuse holder tube, generally o! fibre, scaled at one end and having contacts for connecting the ends of the fuse link to the line contacts located either in a housing or on insulators. The principle of operation de(jends on current exceeding a predetermined value, melting a fuse;link and causing an arc which generates gas under pressure at the scaled end of the fuse holder. This creates a turbulent expulsion action that introduces sufficient resistance between the burned ends of the fuse link to prevent the circuit voltage from sparking over the gap and re-establishing Use arc after it has gone out at the alternating current zero. The gas pressure necessary to burst the fuse hSlder which limits the maximum in terrupting capacity, and the degree of turbulent expulsion action required to extin guish the arc which limits the ability to interrupt low currents, are factors of the fuse holder bore. The range of current necessary to create these and fa which suc cessful operation is possible, is approximately equal with any given fuse holder bore. This range nay be varied to higher or lower' currents by increasing or decreasing the bore respectively. Of the two designs, the enclosed fuse cutout probably best meets the requirements for industrial application, since the parts which arc electrically alive are totally en closed within a housing, whereas with the open fuse cutout these parts arc mounted on Insulators with no covering. During normal operation, the Jlousing of the enclosed fuse cutout is subjected to a constant dielectric stress in tltc section forming the insulation, between the live parts and ground. This section is now generally made from wet process porcelains with a compound cover closing the opening at the front and forming a support for the fuse holder. An organic compound is practical for this cover since it is only subjected to a voltage stress for short periods after the fuse link has blown, but must withstand appreciable mechanical stresses both in handling and operation. The construction of the Housing, as well as -the materials that go into It, must be such as to successfully withstand severe atmospheric and climatic conditions over long periods without de terioration. Another important influence on the design of the housing is thb need for preventing radio interference, which has had a beneficial effect on the safety of operation of fuse cutouts. This has necessitated a more even distribution of voltage stresses on insulation, improvement of the insulation, and the elimination--or the modification of the size, shape and location of isolated metal, parts to prevent trouble from accumulated static charges. * The heat generated in the fuse links exceeds that from all other current carrying parts of the cutouts. The fuse links arc located fa the fibre fuse holder tube, which is most subject to deterioration by excessive heating. Thus a low operating temperature, combined with a quick time-current characteristic is imperative. Here tofore, it has been necessary to compromise between these two characteristics, but now a new design of fuse link makes possible safe operating temperatures without sacrificing the ability to coordinate the time required for operation with that for 126 T'wsnty-first Congress--National Safety Council other circuit breaking apparatus on the system. The new fuse link is constructed with the major portion of copper so the heat is concentrated at a short reduced sec tion of lot? melting fuse metal and with tips fusible at the lower end to aid in the quick removal of the copper fuse extension. Of course, in order to secure these re sults, it is necessary to have the other current carrying part of the fuse cutout of sufficient sire to radiate the heat generated at the rated current. Greater reliability can be secured by keeping the number of transfers between different current carry ing parts to a minimum. The third requisite of fuse cutouts is the ability to operate successfully over a com plete range of fault currents from those not greatly in excess of the normal current rating up to the maximum short circuit current the fuse cutout is rated as being capable of safely interrupting. The basis for this rating is an important considera tion, due to the number of variables which affect the successful operation. The cur rent should be specified as the R. M. S. value of the first half cycle of the arcing period and at the upper limit should be the maximum value that can be opened at least five successive times when fused with the maximum sited fuse fink. It should be capable of withstanding rated voltage after such operation. If the bore of the fuse holder tube upon which the lower limit is dependent, is made too large in order to secure high interrupting capacities, it may prevent the arc gas generated and the expulsion action from being sufficient to successfully Interrupt the low currents un less fuse links designed for the purpose are used. Fuse cutout and fuse link designs are available which have been subjected to tests under all sorts of conditions as to current, power factor, wave displacement, and the other variables attendant on arc interruptions. This combined with a similar service record on operating companies' systems wares successful operation within the conservative ratings. OU Fum Cutouts The oil fuse cutout fills a gap between the expulsion fuse cutout and the oil circuit breaker, affording many of the advantages of both types of circuit interrupting ap paratus. It consists of a TF* shaped fuse Cede suspended in a bath of oil within a rndaJ bousing capable of confining all of the stresses generated during arc interrup tion. The "IT* shaped fuse link combined with the action of the oil aids in the in terrupting of the arc. All of the uninsulated parts which are electrically alive are located within the housing that can be grounded and the fuse carrier is locked in place whale being rotated and before contact is made. Thus safety is afforded any one operating soda an oil fuse cutout. Difficulties from excessive heating are not encountered this device due to the fuse links being suspended in oil. which enables cocturpous operation at the full rating of the fuse link and fuse cutout. The confinement of all of the stresses within the housing affords quiet operation with no expulsion of flame. This makes the oil fuse cutout suitable for indoor m^rr^TTM^v*- circa where explosive or flammable dust and gases are present. In addition, the oil fuse atom has a Inch interrupting capacity, ranging from 5000 to lO.QUtt RJ4.S. Mfrrfs at 2500 volts, 5000 ILbLS. amperes at S000 volts and 3750 R.M5 amperes at 7300 volts, aQ of which have been proven by a number of tests under varying candidma. as well as in service. Ttw tsmc-onTN* characteristics of both the expulsion and oil fuse cutouts ore* designed to permat inataHatiop on distribution systems at locations where it is im perative that they dear the circuit before the relays on the substation circuit breakers have operated. Doe to this, fuse cutouts proyide. one of the quickest means of in terrupting the cxrcmt when a fault occurs on the system. Therefore, with property designed, conservatively ,rated expulsion and oH fuse cutouts and fuse links available, there are many installations where these devices afford the most economical, as well as one of the best means of protection to con tinuity of service and the apparatus. The requisites of fuse cutouts as previously A. S. S. E.--Engineering Section 127 described come under three main headings, which should govern the choice of the type and size for any given installation; namely: 1. Rated voltage. 2. Rated current carrying and time current clearing characteristics. 3. Rated range of successful, safe current'interrupting ability. Protection on Incoming Feeder* or Service Industrial electrical power is purchased either at the primary voltage or already transformed down to the lower voltages used in the factory. This discussion will center on the former, although there is practically no difference in the method of installation of the transformers and protective apparatus except as to the limitations imposed by the National Electric Code where the apparatus Is installed and operated by an industrial concern. The transformers and protective apparatus may be in stalled : 1, As a substation external to the factory building. ^ 2. With the transformers in a fireproof vault within the building and the protec tive apparatus mounted externally on the incoming lines. 3. With all of the apparatus located in the fireproof vault within the building. Based on the general practice of operating companies throughout the country of using fuse links ratal two times the full load current of the transformers, available expulsion fuse cutouts are capable of protecting transformers up to ratings of 500 Kv-a at 7500 volts and 300 Kv-a at 2300/4330 grounded Y. volts. This applies only where the cutout current interrupting rating is not exceeded and to installations made external to the buildings. For either indoor or outdoor installations, the oil fuse cutout using a similar fusing practice will afford the same degree, ff under some conditions even better protection to transformers rated up to 375 Kv-a at 7500 volts and 300 Kv-a at 2300/4330 grounded Y. vofts. Central station companies have been safely applying both types of fuse cutouts under these conditions for years, whereas under the present National Electric Code ruling transformers installed and operated in fireproof vaults by the industrial con cerns. protection by cutouts is limited to 50 Kv-a ratings. Above this, the code caffs for the installation of the more costly oil circuit breaker, which generally is not designed to disconnect a damaged transformer from the source of supply as quickly as would a fuse cutout. It would appear that due to the quicker operation, the oil fire hazard would be reduced by the use of the fuse cutout. The modification of the National Electric Code t recommended to permit the ap plication of these fuse cutouts up to the limits apposed by the conservative ratings. Individual Protection for Control Apparatus and Motors The National Electric Code calls for individual protection for installations of mo tor* operating at between 2300 and 7500 volts. This should provide for the clearing of both overloads and short circuits, as writ as a means of repeated opemrjg and dosing of the circuit daring normal operation. Industrial control apparatus or con tactor* are generally used for this tatter function and in addition provide for the overload protection. However, where industrial control apparatus is installed as the sole protection for the motor, the specifications of the code, which include the high short circuit currents, are not fully owe. It is oot economically practical to design apparatus for repeated opening and closing (hb parts sufficiently sturdy to with stand the excessive stresses set up when clearing heavy short circuit currents. This can best be performed by a secondary circuit broking device, which operates quickly enough to prevent the stopping of other motors oq the system, to protect the indus trial control apparatus, and to limit the amount of burning from the arc at the fault. The fuse cutout meets these requirements. A contactor most always b$ connected In series with the fuse cutouts to open all lines, especially on a three-phase instaUa- 128 Twem*yf*m C gitumal Safety Council tioa *berv hr bln%mg * w mw h#k vn^jtd cook the motor to run single-phase or open delta wh >--M*g u--riiMd cnwtBtt. This da** o< ifnr mmimmmm a (* cnumit which will not cause damage to sur- roondinc aptmrativu r wwdU *g Mtaihifaty ei cansing an arc-over to nearby grounded *jatpee*e. Fumt ruB iMU.t which c*a*l fames from ooe end, whether this is snffickm tt ea< <&*** w terreuudiac ugaipcBcnf or not, do not involve a haz ard of having the expetWd arc or fame Mart an arc-over to nearby grounded equip ment if the contact az that open cad is ufrrafacd at a potential above ground by the feed-back from Bynchrooeas cqaipeaent. This makes the oil fuse cutout, which confines an of the stresses and fame withm a sturdy metal housing, the idea! device for the protection of industrial control apparatus and motors. In order to properly coordinate the primary and secondary protection, it is desir able to compare the time-current characteristics of the two types of apparatus. Fuse link should be used which wQl not function at currents the contactor is capable of safely handling, but will quickly clear the circuit of fault currents in excess of this value. On present equipment the point at which these two time-current characteristic curves should cross is approximately 1000 amperes, requiring fuse links rated ap proximately 4 or 5 times the full load current of the motor. The oil fuse cutouts provide facilities for manually disconnecting the installation except in cases where a visible air-break is specified. Under these conditions it is suggested that the enclosed expulsion fuse cutout be considered, substituting a dis connecting Made (or the fuse holder since this provides a simple tow cost device in which none of the parts that are electrically aliVe arc exposed. These devices are used extensively for this purpose by central station companies where they are mounted on the pole subject to severe atmospheric and climatic conditions. # WEDNESDAY LUNCHEON SESSION October 5, 1922 At this luncheou meeting Doctor Lloyd presided and presented his annual report, i4i which he summarized the reports of standing committees. (Mimeographed copies of these reports were distributed <o delegates at the opening of this session, and additional copies are available at the headquarters office upon request.) Chairman Lloyd among other things said that in spite of financial difficulties and the decreased ability of members to devote their time to special projects of the Section, considerable research work Jud been carried on. The research project for an investigation of accidents with portable hand torches and plumbers' furnaces has been organized and is under way. This has been made a joint project of our society and the National Fire Protection Association, since the scope of the project involves fire hazards quite as much as casualty hazards. Chairman Lloyd then introduced the first speaker. The Engineer--A Factor in Civilization By L. W. WALLACE Executive Secretary, American Engineering Council, Washington, D. C. The speaker said in part: Civilization as a state of social culture is characterized by relative progress in the arts, sciences, and statecraft. William Flanders Petrie, In his booklet "Revolutions of Civilization", has traced the rise and fall of civiliza tion from the earliest known period to the present; from 5400 B. C. to date he has cataloged six different eras and the average life of each civilization has been 1330 years. The shortest was 625 years and the longest 1900. Our present civilization began about 1240 A. D., and if it conforms to the law of averages it will reach a low* ebb about 2600 A. D,, some 600 years hence. A, S. S. .-~Engitutri**j Section 129 Oar petaeqe cmfa*ajttu duck not darter materially irons thox of the past, in so far b kcolpcttre. puittattfc. literature rod the *rt> are concerned. The distinctive feature of this ciWaaetjoa. t tb? degree to which scientific knowledge has been developed and the acupe oi k aypticacautt tu the ordinary affairs of men. No other civilization has *o utilised she reaebasgs of kcxawe. This striking fact accounts for many things rod it may be the hast* iur a sound expectation that this civilization will reach higher levels thau any oefwr rod perhaps last a much greater number of years. We are interested in the part the engineer has played in the progress which lias resulted m oar present civilization and what his response Hity {$ toward insuring that the future will find mankind oa a higher plane than ht occupies today. The original objectives of engineering were the design and operation of engines of war. But today cngmccriaft is the science of controlling the forces and of utilizing the mate rials of nature for the benefit of man, and the art of organizing and of directing human activities in connection therewith. This change of objectives is significant; the effect it has had on the trend of our civilization is important. It has been said that scientific discovery gives birth to invention and that invention is made to serve mankind through engineering application. Our culture is character ized by the freedom and encouragement with winch men of science have carried on thfeir pursuits of knowledge. Another characteristic of our era is the constantly growing impetus which has been imparted to scientific and engineering progress. The scientific fundamentals upon which engineering applications are founded liave resulted from constant study and discovery since the beginning of time, while the paramount engineering accomplishment* have taken place within the last two hun dred years, many of them within the last generation. The practical application of this scientific knowledge which lias grown from decade to decade awaited a significant world-important devclojjment, the industrial revolu tion. The great engineering achievements which are today so familiar, could not have been possible if James Walt had not had tlie engineer's imagination and curiosity as he watched his mother's teakettle. Coincident with the industrial revolu tion and made possible by it was the tremendous expansion in otfr own country. The engineer met the challenge. The locomotive, railway cars, iron rails, and bridges were his answer. As the country developed, great factories were established, cities increased in number and size, water supply aud sanitation becanrc problems of prime importance. The engineer met this challenge also. He provided modern water supplies, in some cases constructed aqueducts 200 miles in length. He produced sewer systems with their disposal plants. Coincident with the growth of cities, land values increased to such an extent that building? of a few stories could no longer justify their existence. This situation was met by the engineer and architect giving to civilization the skyscraper. These were not possible until the mechanical and electrical engineer through the elevator provided high speed, safe, vertical transpor tation. In all these matters the engineer has not been content to follow. He has con stantly assumed leadership in providing new comforts for mankind. He has given us electrical refrigeration, radio, more comfortable automobiles, better lighting. He has found new uses for raw materials. He lias eliminated waste. Moreover, as the engineer developed our present day structures and machines, a new element was introduced--safety. The foregoing are merely a few random illustrations of the contribution the engi neer has made to extending die capacity, convenience and comfort of man. For the wholesome results of his work he is entitled to a full measure of praise and credit. He must now, however, be mindful of any influences flowing from his accomplish ments which are detrimental to the well being of the human race or that interfere with the advancement of civilization. That there may be urtdesired effects is to be expected in view of the scope, magnitude and very nature of the dements dealt with. It is not surprising, therefore, that during recent months much has been heard about 130 * Twenty-first Congress--National Safety Council the influence of the machine upon human well-being. It is not surprising that the statement is^ being made that this depression is to a considerable degree due to the use of machinery. It is not surprising that the phrase "technological unemployment** is in daily usage. These statements arc m challenge to (he engineering profession. The engineer* of the nation should make a searching examination to determine whether or not some evils, as by-products. Have grown out of their work. Undoubt edly they hare and if so, it is their responsibility to determine what they are and to eradicate them in so far as possible. As someone has well said, "the engineer has conferred many great services of incalculable value upon mankind, and he cannot afford to be blind or indifferent to their sociological effects. While the factory and the power house increase comforts and add to the amenities, they do not reach their full sociological efficiency 2S long as they poison the atmosphere or load it with dust. The thousand mechanisms which are employed for transportation and other useful purposes are wanting in perfection as long as they produce excessive and injurious noises, ft is the duly of the engineer and it should be his desire to affect the removal of all the objectionable features which accompany his handiwork, so that men may receive untold benefits without the loss of a single one of the comforts which were enjoyed in a less medianical age," May we, now, resort to the dangerous matter of making some prophecies as to what may be expected from the engineer In the next SO or 100 years? There will be witnessed railways electrified and inland waterways developed far beyond our present conception: telegraph, telephone and power lines, underground and it may be power transmitted through the air. We shall have homes heated, cooled and lighted with artificial light having all the wholesome qualities of sunlight. We may anticipate homes equipped with television and movietone and supplied with numerous appli ances for relieving the drudgery and Increasing the enduring satisfactions of home life. We shall have a greatly increased number of synthetic commodities. Wc shall see the economic and social status of farm life markedly improved. Then may wc not anticipate with confidence the members of the engineering pro fession taking a more active part in the affairs of government, an agency defined by Burke as "a contrivance of human wisdom to provide for human wants.*' Since government, according lo Clay, "is a trust and the officers of the government trus tees, and both the trust and the trustees are created for the benefit of the people", it is the ever increasing duty of the members of the engineering profession to con tribute of their time, thought and effort to the development of a sounder and more economic government in order that human wants may be equitably and fully realized. We should remember that our duty as citizens comes before our duty as engineers. The special or superior knowledge which our training gives us also lays upon us* an obligation touse that knowledge in the interest of the public. It is my conviction that the engineer's battlefront of the future should not be alone the subduing and controlling of the forces of nature, but also the combatting of the impediments to human progress, security and happiness. Chairman Lloyd called for the report of the nominating committee whose personnel included E. W. Beck. Chairman. J. I. Banash. R. McA. Keown, W. R. Smith and A. S. Rrgula. The following officers were elected: Genera/ Chairman--H. S. Smith. Union Carbide & Carbon Corp., New York. I'ire-Chairmaii--S. E. Whiting, Liberty Mutual Insurance Company, Boston. Vice-Chairman--E. S. Beaumont, Peoples Gas Light & Coke Company, Chicago. Secretary--W. Bean Keefer, National Safety Council, Chicago. Members of Executive Committee for three-year tern:--Harry Guilbert, The Pull man Company, Chicago: W. M. Graff, National Bureau of Casualty & Surety Underwriters. New York City; and U, E. Donovan, Standard Oil Company of California, San Francisco. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Automotive and Machine Shop Section Officers 1931-32 General Chairman--C. M. Dorrsurer, Graham-Paige Motors Corp., Detroit. Mich. Vice-Chairman--Cuu. Storck, Buick Motor Company. Flint, Mich. Secretary--EL C Wal*ler. Dodge Brothers Corp., Detroit, Mich. Netrs-Lener Editor--K. A. Callam. Kelsey-Hayes Wheel Corp.. Detroit, Mtch. Chairman Poster Committee--G. E. San'ford, General Electric Co.. Schenectady, \Y Chairman Membership Committee--\\r. A. Bechill, Chrysler Corporation, Detroit. Chairman Publicity Committee--C. \V. Bishop, Lycoming Manufacturing Co., Wil- ChaJrrnmTstatislicx Committee--Joux CurroRo, Briggs MCg. Co., Williamsport. Pa. Chairman Engineering Committee--Bn. James H. Green'e, The Studcbakcr Corp.. South Bend, Ind. . Chairman Slides and Safety Kinks Committee--Marvix A. Heidt, Buda Wheel Corp., Detroit. Mich. . Chairman Health Committee--Dr. A. F. Lecxliobr, Fisher Body COrp., Detroit. Members at Large-- I_ E. AvwulL, C. H. Dockson Co-, Detroit, Mich. Hoyt L. Fracher, Detroit Steel Products Co,, Detroit, Mich. R. A. Shaw, The Murray Corp. of America, Detroit, Mich. R. F. Tbalxer, Buick Motor Co., Flint, Mich. TUESDAY MORNING SESSION October 4, 1932 In the absence of General Chairman C. M. Dotterrer, tlie first session of the Automotive and Machine Shop Section convened in the Wardman Park Hotel with Marvin A. Hcidt, Director of Personnel, Budd Wheel Corporation, Detroit, pre siding. After welcoming the delegates the chairman said in part: "The sessions this year have been developed around the economic side of accident prevention. In developing this theme your program committee has built the ses sions upon the theory that the Boards of Directors of some organizations are not familiar with the entire scope of the safety functions. On the basis of this theory, a hypothetical company has been designed which has been called the Disc Marnnac- 131 132 Twenty-first Congress--National Safety Council' luring Co., whose management ha* not realized the responsibility either from an economic or a humanitarian standpoint. "The sessions today and tomorrow will allow us to study the affairs of this company with a view to the steps that will be necessary to reestablish it on the right side of the ledger. The speakers who will appear on the platform have been drawn from diversified lines of activity. It has been impossible, consequently, for them to dovetail precisely the talks which we would like to convey. But they will carry out the major objective of these sessions, which is to expound principles, and if we accomplish this effectively, your attendance will not have been in vain. "We will, then, by way of Introduction, give you a look into the office of the General Manager of the Disc Manufacturing Co., where internal affairs have been anything but good and we find this manager struggling blindlj' to bring order out of chao*." __ P (p ^ *- Thc delegates were then both entertained and rrmdc thoughtful by the presenta tion of a little playlet entitled "Profit or Loss*" This playlet had the following cast of characters: General Manager, M. J. McCarthy, Safety Director, Fisher Body Corp., Detroit. His Secretary, Helen Whalen, Washington, D. C. Safety Engineer, J. V. Lyle, Personnel Director, Fisher Body Corp., Cleveland. Chairman, Board of Directors, Marvin A. Heldt, Personnel Director, Budd Wheel Corp., Detroit. Board of Directors, The audience. * During the progress of this playlet the cost of accidents and of accident prevention measures was developed in a striking way and the safety lesson was driven home. Chairman Heldt then introduced the first speaker. Modem Management's View of By CHAS. T. WINEGAR Director of Personnel, Chrysler Corporation, Detroit, Mich. Tn substance the speaker said that he had been associated with safety work for eighteen years but that his becoming safety-minded probably goes back only to four or five years ago. He was leaving the Olympia Boxing Palace in Detroit one rainy evening. There was a very large crowd, and the usual congestion of traffic was so bad tluU it took him nearly twenty minutes to cross the street. He was a witness of an automobile accident in which a young boy was badly injured. The speaker drew a striking picture of the boy's badly broken body slumped in the roadway, of the darkness and confusion, and of a drunken driver who was able to escape without being apprehended. The speaker look this incident to draw a comparison between the conditions under which we live day by day in the outside world as compared with the or ganized life of the worker in the average industrial plant. Nevertheless, he said, the problems of the safety man are more or less compli cated because he is dealing with humans and we know there are all kinds of human people. Also, the safety man has to deal with the emotions of human beings. Our emotions make us strangers to each other and make up the difference between profit and loss. The safety man in his profession has been doing the best he can to correct man's emotions. . One of the striking things evident in industry today is the fact that the indus trialist who came up from the ranks wants his employees to have something he did not have. He wants his employees to work under safe condition*. Under present conditions, therefore, the safety man has s more important job than he has ever had in his life, and he will have a still more important job in the future. Automotive and Machine Shop Section 133 This long period of unstable industrial and economic conditions has affected everyone directly or indirectly. How do you think it has affected the man for merly steadily employed, but who Has recently been working only one or two days per week? And how do you think it will affect the non who has been out of em ployment for months? In my plant, we find that a great many of our accidents arc occurring to the man who is newly back on the job. And these circumstances are bound to have an increasing influence upon accident rates in the future. But management has a deeper interest in the welfare of the employee than it did some years ago. I have been Interested in watching eye cases. One day not long ago I saw a workman with a bandage over he* eye. and I stopped him and asked him what was wrong. He stated that two or three day* before he had a cinder in his eye and he had not slept for three mjcbtv 1 took him down to the factory hospital and instructed the iron m cfaarjcc that if tfn man was not better before morning, he was to * *eut to an eye specialist. The specialist saw him next day. and stated that the at uui bees property taken care of in the plant hospital. However, this little personal attention had Jt effect both in the mind of the workmen and of the eye specialist. The word tfttickh got abroad through OUr plant that someone higher in the management had taken a personal interest in an injured man. `I understand that some firms have entirely elraunated their safely program, be cause of the so-called expense io these dtficuJt time*. I consider this a. very serious mistake. In one of the Detroit plane* where safety work was discontinued, an employee has since been <ovx*Jy injured, and in this plant it has proved to be a tremendously costly lesson. The Personnel Department's Place in the Safety Program By DR. JAMKS H* GRCKKE Manager, Cooperative Department. Stodtbaker Corp, South Bend, Ind. The speaker said in part: From my point of view, the term "Personnel Depart ment" is an all-inclusive one. It follows, therefore, that a properly constituted personnel department will contain within it. as dtriuons. all of the, various activi ties which deal with relations between the employees and the company. By the same token, therefore, the safety department or division becomes a unit In the personnel department. I would somewhat arbitrarily classify the essential per sonnel activities as follows: 1. Working conditions including safety, health, employee service such as cafe teria, and other employee conveniences. 2. Wages, job stability and financial security, including such items as savings, insurance and pension plans. 3. Promotion possibilities and general morale, including opportunities for train ing, recreation, etc. A thoughtful consideration of these items will show that the element of'safety is an integral part of each of these phases of industrial relations. Only the safe worker can derive' fullest advantage from the personnel activities instituted to make the employee's relations with his employer mutually Helpful and profitable. Ill-health makes a man a poor safety risk. The enjoyment of the btuicfits of safety, insurance and pension plans is contingent upon the continued safety of the worker. Only the safety worker can be considered as a possibility for promotion. Jn short, the employee's efficiency, his persona) well being, and satisfaction with his work, his opportunities for advancement, all hinge on whether he continues to carry on his part of the work without injury resulting in temporary or permanent physical impairment. The safety program is therefore the core of the general personnel program. A safety program, like any other thorough-going educational process, is carried 134 Twenty-first Congress--National Safety Council on both formally and informally. The formal items will include routine safety instructions, safety meetings, the work of safety committees, and such devices as bulletins, bulletin boards and articles in the employees' publications. Informally, the personnel staff will promote safety through individual personal contacts with both employees and supervisors at machines, workbenches, and in various private offices. During tlie period of slack work, employees find difficulty in maintaining the rhythm necessary for safety and satisfactory production. A certain period of re adjustment is necessary when a man returns to work. This is the dangerous time as far as accidents are concerned. Constant care and watchfulness must be exer cised to see that he does not lapse into careless habits of work. In such times it follows that the safety division will have to continue its work with a reduced per sonnel. If other personnel workers can make it their business to take up the slack, the safety program can be maintained and the safety record of the plant will not he endangered. The employment division will cooperate by emphasizing the importance of safety at the time of employment, transfer, and other contacts with employees. The medical division will assist in the analysis of accident causes, preparation of liter ature, talks before employee groups, and by personal contact. The training division will emphasise safe practices in every training program. Safety is such an im portant part in the industrial relations program that I believe the thread of safety and safe practices should run through all the pootacts of personnel workers and employees. In a period of retrenchment the safety program is even more vital than in pros perous times. From the standpoint of the employer, serious accidents cut into production costs more heavily at such a time than when production is at a higher level. From the employees' standpoint, the loss of wages is much more serious because of the difficulty of saving for a rainy day when wages are barely sufficient to keep the family going at the best. Management is naturally compelled to curtail all non-essential activities. While safety can readily be called a non-essential, frequently it must be demonstrated that the personnel staff is actually producing savings by its safety activities if unwarranted reductions in the staff are to be prevented- Activities in Slack Times When work is slack there arc certain specific things which can be done to further a safety program which are not possible during peak operations. These may be listed as follows: 1. Machinery should be checked over for hazards which can easily be overlooked under maximum production conditions. 2. Personnel workers who are handy with tools can make necessary repairs to guards, thus saving maintenance costs. 3. AH safety equipment which normally is in constant use can be checked over and inspected during stack periods. 4. It is possible to watch operations more in detail thau is possible under normal operating conditions and hence provide safeguards against liazards which might easily be overlooked. $. There is more time for safety training. 6. Systematic inspection of elevator cables, chain hoists, and similar equipment can be conducted during such a period. 7. This is a good time to inaugurate a program of inspection of drawings of all new dies and tools, including safety device features. Autoinotiz'c and Machine Shop Section 135 WEDNESDAY MORNING SESSION October 5, 1932 The session opened with a presentation of the Report of the -Vominating Com mittee consisting of Hoyt L. Fracher, Detroit Steel Products Co., R. A. Shaw, Murray Body Corp., and R. F. Thalner, Buick Motor Car Co. The following officers were presented for consideration and were formally elected: General Chairman, Carl Storck, Buick Motor Co., Flint, MfchVice Chairmen, M. J. McCarthy, Fisher Body Corp., Detroit. Mich. Dr. James H. Greene, Studebakcr Corp., South Bend. Ind. Secretary, K. A. Callam, Kelsey-Hayes Wheel Corp., Detroit. Mich. News-Letter Editor, Nils Juell, Hayes Body Corp., Grand Rapids, Mich. Program Committee Chairman, Hoyt I- Fracher, Detroit Steel Products Co.. Detroit, Midi. . Statistics Committee Chairman, C. W. Bishop, Lycoming Manufacturing Co., Will iamsport, Pa. . Engineering Committee Chairman, V. H. Kupferer. Studebaker Corporation, South Bend, Ind. _ Slides and Safely Kinks Committee'Chairman. Marvin A. Hcidt, Budd Wliecl Corp., Detroit, Mich. Membership Committee Chairman, M. A. Kroger, Chevrolet Forge Div., General Motors Corp., Detroit, Mich. ^_ Publicity Committee Chairman, W. A. Bechilt, Chrysler Corp., Detroit, Mich. Health Committee Chairman, Dr. A. F. Lecklider, Fisher Body Corp., Detroit, Mich. .\fembers at Large: L. E. Averill, C. H. Dockson Co- Detroit, Mich. C. M. Dotterrer, Graham-Paigc Motors Corp., Detroit, Mich. R. A. Shaw, The Murray Corp. of America, Detroit, Mich. R. F. Thalner, Buick Motor Co., Flint, Mich. r-> - ^ __. ^ . V\ ^ The Medical Department Presents the Case for Safety By DR. A. F. LECKLIDER Medical Director, Fisher Body Corp,, Detroit The speaker said in part: I am to endeavor to show our management and our directors where, in the eyes of their medical department, it is worth while for them to spend their money, their thought and energy in formulating and backing up a safety program. Times, I am informed, are now less prosperous. There is a tendency everywhere toward wholesale economies and the elimination of all activi ties classed as non-essential or non-productive. I have noted many of the economy measures put into effect and have fdt the * pjnch two times a month myself. All these measures have seemed to he only partly successful in keeping the Ship of Industry on an even keel. In the same hour when someone of these measures, productive of a few dollars and performed with hackbreaking efforts, goes into effect, two finger amputations and a fractured leg come into the hospital. By this event your small decrease in cost of quarter panel finishing is shot for four and a half days; your first class band sawyer is transformed into a third class trucker, who becomes again, as the depression comes into full swing, a first class client at the doors of your welfare department. No proper technique on the stumps of fingers will enable those stumps to completely surround the hand of a lever or a hammer again. # I do not know of a single serious injury which has not resulted in a social problem case. All are potential social problems, many of them with aspects en 136 Twenty-firs! Congress--National Safety Council tirely outside the scope of compensation acts or industrial welfare departments. Only the community can attempt to deal with juvenile delinquency which results from small income or from loss of discipline in a home headed by a cripple. As members of the board of directors of a great company you may have little occasion to visit the actual scene of your operations. Many of you may not have looked upon a press or a lathe for many years. Personally, I enjoy nothing more than leaving the quiet surroundings of our white plant hospitals and walking through the pulsating lines of men who crowd the sides of that steel snake--tlie conveyor line. I like to visit the press rooms of a great plant and marvel at the human ingenuity which sets up these great presses two stories in the air and a story underneath. Coming back from that press room, I have to remark to my nurses (who may be just swabbing a rallier new stump from No. 17 press) how impressed T am by the skill and self-sufficiency of those fellows who run those presses. We know that these workers arc men, that the rumniiK of a big machine is a big job, that the man who docs run it is entitled to great respect. Ft would astonish the managers of some concerns if they were to hear certain remarks by their medical people, or if they could know the - reputations of their concerns in the general hospitals of their city. No manager would care to know that his plant bore a reputation as a "butcher shop." or to fiud out that young medical people prize an appointment to his hospital staff on account of the volume of traumatic surgery* encountered there. The medical departments themselves would be far happier in helping to prevent these things by such measures as physical examinations and close supervision. A short time ago. the Journal of the American Medical .Association in hs editorial columns set forth the opinion of die medical profession mi modern safety methods as follows: "Even the prevention of accidents, it is now gradually becoming recognized, is dependent more upon menial and physical examinations and place ments of employees than upon mechanical safeguards, sliop discipline and safety first crusades." Many safeguards arc remarkable for their efficiency on certain operations, but the safety-conscious mind of ait intelligent and physically well equipped employee is the one single safety device which operates from one wall to another and from cellar to roof. Certainly', abstract thoughts alone do not get results, one must do something about these things. You start off by doing the least that anyone could do. you provide a place which looks like a hospital: it is furnished like one and has in it people who look like hospital people. Therefore, tlie men in the shop naturally infer that this Is the place to come. They' are sold ou the idea that hospitals are ahvaj*s clean and white and that attendants wear white clothes and that cuspidors and dirt have no place there. They will give it just as much Importance in their estimation as the company doqs in its estimation. And so. also, will an industrial commission. Haring noted that the press operator has lost a thumb, we arrive at the con clusion that some accurate description of how* much of the thumb has been lost should form a part of our records in the interest of thoroughness. \Vc also note that the better our records the less argument there is about the claim and with the industrial commission. More important yet, we note that a description, just ns careful, of the occasional bump or contusion or pain in the groin, saves us and the man trouble when, just under the time allowed by the statute of limitations, a claim for-hernia appears. Wc have noted, too, that a certain number of our injured people came to their injuries because of physical defects. Wc tried asking some of our hernia cases (the cost of a hernia case runs about $400) whether they did not think they* were born with a hernia, or that they had it before they came to work for us, or if they did not think that the peculiar- brownish discolorations of their groins were duo to wearing a truss for a long time; but uniformly* it seems that all of the Automotive and Machine Shop Section 137 hernias which were uncovered u\ our plants came from the most unfortunate slips and falls while oil duty. One year we took care of forty of these hernia cases, so we went ahead and did physical examinations, merely physical inspections, and reduced these forty to two the next year. We did not keep these fellows out of the plants, we simply told them that they had herniae and asked them to sign the record. The larger herntae bought themselves trusses. Wc have found out. however, that in different states, due to rulings of their local commissions, it is better to be careful in the hiring even of sonic of these known herntae. Profit in Many Items We have found our physical examinations to pay and Tcfwy their costs. This is largely* a safety procedure because what could be more closely allied with safely than preventing a man who secs only 120 degrees of the horizon where he sltould see 180 degrees, from plowing through a plant with five tons of castings loaded on a truck? . And aside from the safety program, your insurance department has enjoyed a certain profit from this procedure also. We have noted that a few chest colds each year sometimes indicate a few T. B. bugs; also that persistent over-weight and under-weight have their own indications. A few words of warning to our fat man that he is in line for hypertension, diabetes or apoplexy Helps him os well as the insurance rate. Tlie same words to the thin individual may set hint to eating breakfast, or to staying at home nights, or to careful observation of his chest by his physician, with equally good results to the insurance department and himself. ^. Now, these remarks sound as though their burden was to sell the medical depart ment; however, wc already have our medical department and it is the safety department which is demanding its place in the sun of this corporation. Medicine is doing here exactly as it is endeavoring to do in every other deportment of its existence, work itself out of a job. From the days of Koch, Pasteur and Walter Reed, prevention has been medicine** longest look ahead; in exactly the same way safety in industry is analogous to the elimination of the mosquito in malaria and the rat in plague. It is, if yon please, industrial surgery's vaccination against acci dents. We feel as proprietary an interest in it as docs the management itself. We know that it pays. We have seen fifty disability cases in our hospital lists, in certain plants sink to five when every agency for safety was used and every effort bent toward a result _ * ... In recent years, we have noted with approval the trend of safety activities ^ in your organization. There have been no effervescent campaigns. The inclusion of specifications for safeguards properly built into the machinery at the lime of purchase is a fundamental improvement: surely every poison bottle in our hospitals lias long had the nature of the antidote included on the label. We note al^o that the problem has been attacked at its base by the injection of safety into your educational program to the point where 35 out of 40 of the sessions o^ departmental management in the foremanship training course give prominence to it. The con ception of safety as a problem of production rather than as the headache of one individual is spread evenly through the supervisory personnel as the general foremen and the foremen in their conferences note the cost and charge per pro ductive operation of their lapses from safe practices. Our medical people answer tlie roll calls of these conferences regularly. The medical department of the corporation lias been able to practice some of the tenets of modern safety .as regards occupational disease. Occupational disease is preventable. Tlie first and frequently the moat logical move is an attempt at elimination or substitution of the toxic agent. Witness toluol for benzol and zinc for lead. Elimination may apply as well to a process; turpentine has disappeared 138 Twenty-first Congress--National Safety Council from auto painting. A change in methods such as the substitution of mechanical sanding for hand sanding has eliminated the familiar oil dermatitis. The substitu tion of wet sanding for dry sanding has freed a whole industry from the perils of lead poisoning. The second method, failing elimination or substitution, is the inspection and ordering of working conditions. No factory is ever so well ordered that your occupational disease hazards cannot be lessened by frequent and searching inspec tions. This inspection extends to the operations, to safeguards and draft systems already installed, and to the men themselves. ' Cannot the foregoing be an exposition of the importance which the medical de partment attaches Jo safety? There is nothing suggested here on the prevention of injury by poisoning which^ docs not apply to the prevention of injury by trauma. # am firmly sold on the idea that the spirit Is everything; I believe that spirit in industry is simply another way of spelling ambition and perseverance. It is the state of intelligent enthusiasm which is long lasting and which enters Into the texture of all proper organizations. Now. granting that spirit is the necessary requisite for success, your corporation endeavors through the means at its com mand to make it a part of the organization. Possibly the bonus, the employee publication, the high pay rate, the good feeding system, the savings plan, the group insurance plan or your summer camp may be the means. In my humble estimation, however, any one or alt of these cannot so influence your employees as the knowledge that they arc working in a safe industry, without liazard to life, or limb or to the economic security of their families. Nor can spirit be inspired by a man without it- I think yoer safety engineer b imbued with this thing. Given the opportunity to speak with some authority, to talk to men in the aggregate as well as individually, to get off bis hwsds the detail of small mechanical contrivances, he should certainly be able to peg into your organization something which will be vital to it, and which may be the means of turning your red figures into black ones. The Value of Community Safety As Applied to Industry By K. A. CLARK Manager, Industrial and Public Rc&atSoa*, U. S. RnNixr Co^ Detroit The speaker said in part; The first real attempts at developing a safety program were in the steel industry. From the steel industry this spread to transportation companies, railroads, bus lines, trolley lines, and it is particularly m transportation that the idea of safety had its greatest amount of advertising. The result of this training in safety in transportation evidences rtscif ia 'industry by the much caster handling of human beings in exits, entrances, elevators, stairways, alleyways, and generally in a better understanding of discipline. We seldom find it necessary to point out the possibility of accidents from crowding, runmaff. rushing, turning at the wrong point or trying to cut in even hi walking lines. With this understanding of safety fn human movement has come a better realization of good housekeeping, warehousing, storing, keeping things off the floor, straight aisles, etc* and in general a much belter appearance of our industrial institutions than was the case before people realized the value of safetv in industry. In view of the fact that safety on the highways is a paramount issue, what is mure natural than that the schools should be the point of contact with their crowds of children crossing dangerous highways at all times? Hence into being the training of safety within the schools, which at present is in all probability the greatest source of training in the country. But if you study the situation closely, you will recognize that 90 per cent of all the training in safety m the schools Automotive and Machine Shop Section 139 is in direct relationship to moving from point to point, and has no bearing upon Itazards in the home, the machine shop, or in any industrial occupation. When we ask whether or not this training in the schools and in the community have yet reached industry, my answer must be a somewhat qualified "no." Safety training in the schools is very largely devoted to the lower grades, to yoimgsters up to the sixth grade possibly, or slightly higher. This is the most plastic age of the child. At that age safety teaching is in the nature of a game ana nwy not take on the importance we would like to have it. It must be borne in mind that this training in the public schools has been going on for less than 10 years and these youngsters have not yet reached industrial positions wliere they can make their training and experiences of value to any particular industry. In a few years, however, we should begin to profit from this early training, foe the seed has been well sown. _ One difficulty underlying the whole situation is that we are all so sclf-ccntcred that we see only wliat is directly applicable to us. We in industry, thinking only of our industrial safety hazards and the situations within our own four walls, fail to see the hazard on the highway, the value of community safety, and take very little part in it. The industrial safety exponent seems jealous of any interference or any suggestions from community safety disciples, and in like manner the man who is interested in community safely resents very much the butting in of the industrial safety expert in his particular field. If industry is to profit from com munity safety training, it will have to change its program. Wc in industry have the advantage of having complete control over the mass of human beings in our^ factories throughout a given number of hours and days each week. They must* listen to safety instructions and follow safety rules. Each individual every day is faced with placards, pictures, photographs, posters and slogans. Why. then, cannot we stimulate this mass of employees under our control so that they will go out and carry the safety message hack into their homes, discuss safety problems with their children, and employ their safety information outside the plant? There i* a further contribution which industry can make to community safety that will bring a definite reward, and this also is in direct application to the schools. It is absurd to expect the teacher to fully explain safety in the.sclioolroom, to tell of hazards in the machine shops, to explain to a child what happens when a motor is burning and you put a stream of water on it. This is not the teacher's job, and he or she would not know how to do it. I visualize tlic time when the office manager of every industrial concern or factory will go into the neighbor ing schools, both high schools and grade schools at least once a year, and tell of the many hazards and the safeguards necessary to keep the fathers of these children from injury. He will also emphasize the hazards in an office or a schoolroom where everything seems so simple and where there seems to he no danger. He will point out the danger of broken glass in doors, of high heels, of tripping upon stairs, the hazard oi small cuts in the hands, etc., etc. Is this loo much to expect of industry? We, who are going to secure the products of the schools in tHc near future, will have our work so much easier if we will assist in the proper training of these children while we have the chance. To sum up, in my opinion community safety and industrial safety arc absolutely interwoven and interdependent. The value of community safety is impossible to measure because it is almost impossible to tell where the community ends and the industry begins. The life of the average individual is divided into sixteen hours of undirected and uncontrolled effort in the community at large, and eight hours of controlled effort within an industry. It is self evident, then, that any lessons learned during this longest period in each individual's daily life must liavc a direct bearing upon his habits and thoughts while he is at work in a factory. Lessons taught and lessons learned in community safety development will not only have an important bearing upon industry, but they may have a value that is almost unmeasurable. 140 Twenty-first Cnngrcss--National Safety Council r~j~ ' 'X'i.J -y ' ^ ^ The Employee's Plea for Safety ,!,'Cn' By M. A. KROGER ,\>^y ` .. ^ Chevrolet Forge Division, Genera! Motors Corporation, Detroit, Mich. The speaker appeared in the habiliments of a worker just out of the shop, dressed in overalls and Juniper anil carryiiiK his dinner pail in hand. It should he re membered that all parts of the program presented up to this point had been in the nature of a drama depicting various pluses of the safety program in an industrial plant. A little playlet entitled "Profit or Loss," presented at the opening of the first session, had depicted the plant general manager so thoroughly discouraged over his failure to conduct a profitable business that he was upon the point of resigning. Safety work had been largely discontinued on die plea of economy, disorganization resulted, and accidents had become more frequent. Into this situation comes, now, an employee who charges the general manager with responsibility for all that has occurred In a very vehement manner he tells the general manager that he is leaving the employ of the company, because of the fact that tile morale of the men in the shop in all shot to pieces and because a man has been killed in an accident. He explained that the safety man has been well liked and has been doing a good job until recently, but that nobody could do any kind of a job unless lie liav adequate support from the management. He wants to know why safety committees, motion 'pictures and other safety work have been discontinued in the plant; and when the general inauager explains that it was because of a matter of economy, the employee insists that safety work has cost the company very little and tliat this item has been a very small cunlrilnrtmg factor in the failure of the company to operate at a profit. The man killed in the accident, said the employee, was his friend and he had been instrumental in getting this man his job with the company. The employee is con vinced that it was because of the neglect of safety work in the plant that his friend hns been killed, and he charges that the accident has been directly the fault of man agement. He paints a moving picture of the bereaved home of the dead man, his sorrowing wife and children. "Bring back the safety committees," say* this dynamic employee, "get busy with nil the old safety work again, and the men in tltc shop will put you Iwek on the right side of the ledger. Let Jim go ahead with all his work as safety engineer, let him `hold his safety meetings, and make it a point yourself to listen to him. Jim has a lot of ability. I'm leaving. I'm through, but give Jim a break in this safety work." The incident dnsed with the general manager, recognizing the truth of all this employee has said, telling him.to go back to his job. and definitely promising to resume all the old safety organization work and put the plant back on an accident prevention basis. FRIDAY MORNING SESSION October 7. 1932 For the record of this joint session with the Power Press Section, see page 334 ' in this volume. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Cement Section Officers .1931-32 General Chairman--W. L. White, Jr., Medusa Portland Cement Co., Cleveland. I'icr-Chainnatt--David Adam, Lawrence Portland Cement Co., Northampton, Pa. Secretary--A. J. R, Curtis, Portland Cement Association, Chicago. 111. Ncws-Lcllcr Editor---Jack Dempster, Canada Cement Co., Ltd., Port Colborne, Ontario, Canada. Chairman Poster Committee--A. R. Couciimax, North American Cement Corp., Martituburg, W. Va. - Chairman Program Committee--J. B. Zook, Great Lakes Portland Cement Corp., Buffalo, N. Y. Chairman Membership Committee--H. A. Reninger, Lehigh Portland Cement Co., Allentown, Pa. Chairman Engineering Committee--Frederick B, Hunt, Nazareth Cement Co.. Nazareth, Pa. Members at Large-- Charles P, Benner, Lehigh Portland Cement Co., Allentown, Pa. W. W. Hamilton*. Alpha Portland Cement Co., Easton, Pa\V. M. Powell, Medusa Portland Cement C- Cleveland, Ohio. TUESDAY MORNING SESSION Octobar 4, 1932 ' The first session of the Cement Section convened in the Shorcham Hotel with General Chairman \V. L. While, Jr., Medusa Portland Cement Company, Cleveland, Ohio, presiding. * Chairman White immediately presented his annual report. Annual Report of the Chairman By W. L. WHITE, JR. Medusa Portland Cement Company, Cleveland, Ohio The speaker said in part: Speaking from personal experience, I find that one of the most difficult things in safety is to keep alive the interest in this wonderful work. You, as leaders, must make up your minds that it is going to be harder than ever before to carry on and attain what we all look forward to, that is, the complete elimination of accidents. Wc have a long rough road to reach our goal. 141 142 Twenty-first Congress--National Safety Council VV are capable of extending our activities, having almost infinite latent ability, and a large portion of our energies should be directed toward a reduction of acci dents in the homes and on the highways. This requires patience and plodding persistence and constant education of our men, for safety does not run on its own momentum; it needs the impetus of the enthusiasm and interest of the men "higher up." _ We know the good effects in recent years in making our employees safety conscious while at work. I believe we can cultivate a safety sub-conscfousncss that will greatly reduce home and highway accidents and also assist in a further reduc tion of industrial accidents. The National Safety Council announced with the publication of "Accident Facts," 1930 edition, that the cement industry, as represented by the membership of the Portland Cement Association, leads all industries in low accident frequency. This marks the fourth consecutive year that the cement industry has attained this honor. On September 9, 1932. the Ida plant of the 1-ehigh Portland Cement Company passed its sixth consecutive year of safe operation. During this period, 2192 days were worked without a fatality, or a lost-time or partial disability accident. This is an outstanding safety record for cement plants, heretofore never reached. During the last two years more attention than previously has been paid to minor accident reports. It is interesting to note that 90 per cent of all of the accident reports being received, including minor and lost-time accidents, are classified as eye accidents. The majority of serious eye accidents last year occurred in packing and shipping departments, the one place where H is most necessary for all employees to wear goggles continuously. Some reports have shown that welders' helpers have suffered eye strain through failure to wear proper goggles. This is inexcusable. The month of June, perhaps the busiest of the manufacturing year, remains une <f the safest through the continuation of our June No-Accident Campaign. This year there were 15 lost-time accidents and 2 fatalities, as compared with 10 lost-time accidents and 3 fatalities In June of 1931. An interesting feature of the last cam paign wag the fact that only 9 mills suffered accidents during the month, which is the smallest number to report misliaps during any of the June campaigns. f wkh also to call your attention to awards made duirng the year by the Joseph A. Holmes Safety Association to the following units in the cement industry: Port land Cement Association, Lehigh Portland Cement Company, and to Mr. J. V. John, chairman of the Committee on Accident Prevention and Insurance of the Portland Cement Association and President of the Medusa Portland Cement Company. Mr. John is the first individual in the cement industry to receive this award. A large numberof cement plant quarries also were recipients of the Joseph A. Holmes Award during the year. The chairman then called for.the report of the Nominating Committee, which was presented by S. H. Hunt, chairman, and officers were elected as follows: General C/imViiiou--W. L. White, Jr., Medusa Portland Cement Co., Cleveland, Ohio. Tirr Chairman--David Adam. Lawrence Portland Cement Company, Northampton, Pcruia. - Secretary--A. J. R. Curtis, Portland Cement Association, Chicago. Xai's-Lctlcr Editor--Jack Dempster, Canada Cement Company, T.ttL, Port Colbourne, Ontario. Canada. Poster Committee Chairman--A. R. Coachman, North American Cement Corporation, Marlinsburg, West Virginia. Program Committee Chairman--J. B. Zook, Great Lakes Portland Cement Corpora tion, Buffalo, N. Y. Membership Committee Chairman--H. A. Reninger, Lehigh Portland Cement Com pany, Allentown, Pennsylvania. Cement Section 143 Engineering Committee Chairman--Frederick B. Hunt, Xazarctli Cement Company. Nazareth, Paina. Members at targe-- Charles P. Benner, Lehigh Portland Cement Company, Allentown, Pa. W. W. Hamilton, Alpha Portland Cement Company, Easton, Pa. W. M. Powell, Medusa Portland Cement Company, Cleveland, Ohio. Analysis of Accidents in the Cement Industry By A. J, R. CURTIS Assistant to General Manager, Portland Cement Association, Chicago The speaker said in part: Througlvout the cement industry accidents have declined steadily since 1924. For mills within the membership of the Portland Cement Asso ciation the lost-time totals (including fatalities) dropped from 3134 in 1924 to 226 in 193!. A still more accurate figure may be obtained by examining the combined record of the group of 65 identical mills which have reported continuously throughout the period of the last eight years. During 1924 this group suffered 1750 lost-time accidents: during 1931, there were 162 similar mishaps, or about ouc-clcventh as many. . . ,. , Examining a larger group of 79 plants (including the 65 above mentioned) wlucn have reported steadily for the five years from 1927 to 1931, we find that these mills suffered 1412 lost-time accidents in 1927 and only 207 in 1931, about oncsevcnth as many. Accidents per million man-hours declined from 26.2 10 6.40, or 70 per cent. At the 1927 man-hour rate 846 accidents would have occurred in this group in 1931 instead of 207. In 1924 the per plant rate for the entire group from 110 plants which reported that year, was about 28.5. Had that rate per plant persisted in all the plants reporting during the year* up to 1932, there would have been a total of 7,569 more lost-time accidents than actually occurred. The reduction in fatal accidents has been especially gratifying. In 1924 there were 76 fatalities, and in 1931 only 18. Weighing all of the factors involved we find that the number of fatalities during this period lias declined by at Iqast 250. This picture of the accidents wc have been able to avoid, 1 think, is magnificent. However, new elements are entering our operating situation. Plants are working 3hortcr. shifts. Some operate on a short week basis, men are required to double up on jobs. Low price trends have forced fewer man hour.s per barrel. Operating men are assuming greater responsibility. Hazards are concentrating. Our own equilibrium of operating conditions has been upset and a new equilibrium will be established. Will our old principles and methods apply? Wc believe that they will. In the main, the only points of difference being that the present situation calls for greater intensity and thoroughness. # ... In some cases mill organizations have been entirely broken up and with the return of prosperity wc look for, these will have to be rebuilt. In others safety committees and first-aid teams have been discontinued and will have to be reorganized. Meetings, dropped for the time being, will have to be resumed. All this means that the old inter est must be rekindled, the old 2cst for accomplishment stimulated, all of the old time ingenuity in planning and executing various features of the work fall back into play. Can we rebuild as well as we built our safety structure originally? The following fourteen paragraphs, most of them in the form of questions, group the subjects on vchich definite detailed information should be obtained by plant superintendents, safety directors and safety committees, as a basis from which to proceed. I. Arc your plant inspections being maintained regularly and with thoroughness ? How often are inspections made, by whom, and are written reports being submitted? If jo. by whom are they being scrutinized? 144 Twenty-first Congress--National Safety Council 2. Are safely committee meetings being held with accustomed frequency during operating periods? 3. If your mill has been down over an extended period, was the safety committee disbanded, and if so, have steps been taken to reorganize it with the reopening of the mill? . 4. Js the Portland Cement Association's monthly statement of significant acci dents being received by all your department heads, and all pertinent accidents read to their men? 5. Do you obtain and use the Cement Section Xcws-l-ettcr in the same way? 6. Are minor accidents being recorded as carefully as lost-time accidents, filling in all information requested on the forms, so that reports of these trivial mishaps may he used to ward off more serious accidents in the future? 7. Is every lost-time or significant minor accident investigated? If so. by whom? Is a written report filed? If so, does it invariably make recommendations by which recurrence of the same accident will be prevented? Docs your superintendent use all accident reports and review the file before it is closed? 8. An accident report file should never be closed until (1) safety committee and superintendent feel sure that real cause of the accident has been discovered, (2) method of avoiding a recurrence has been found, (3) necessary changes have been made, assuring the safety committee and superintendent that that accident cannot happen again. 9. Tlie treatment of the accident report described above may also be applied to accidents reported in significant accident bulletins. * 10. What is the present status of first-aid training in your mill? What propor tion of your force is now competent in resuscitation and other first-aid work? What mean* of instruction or practice is afforded? Do you maintain one or more teams? 11. If you feel that your organisation is ''slipping" in first-aid, would you like Bureau of Mines help? If so, about how soon? 12. Do your men need safety reading matter? Have any of them prepared safetv papers or speeches recently? ' 13. Arc there any signs that your men are losing interest in safety work? Are you training as faithfully as in the past any new men you make take on? What are you doing about physical examinations? 14. Arc your safety committee and superintendent now preparing an adequate safety program for 1933. with features that will cover every week and day and call into service every employee? Discussion: The fourteen point* outlined by Mr. Curtis exerted much interest. On the subject of physical examinations. Ids thought has been that no plant should slip backward, but should attempt to carry on from a point it had reached. Various plants handle physical examinations in different ways. Some examine the employee* regularly, some intermittently, some partially, sonic more completely, and some exam ine new employees while others do not. In the case of certain men. who. upon exam ination. are found to be unsuited for regular duties, this requires that such jobs be found fur them as watchmen or similar light tasks. The purpose of physical exami nations is to provide protection* to the plant and its operating force. Of course, if you examine a man and don't follow it up with the action that his physical examina tion may indicate, you are no belter off than if you didn't examine him at all. At this point the report of the Poster Committee was presented by A. R. Couchman, chairman. * During the year over 500 safety posters had been issued by the Council suitable for use by members of the Cement Section. Anyone whose faith in the value of posters as a medium of instruction may have waivered, would do well to ponder over the fact that 2.605.000 Council posters were used by members during the first nine months of the year as compared with the same period of last year when 90,000 fewer posters were used. Cement Section 145 Safety from the Executive Viewpoint By E. POSSELT Vice President, International Cement Corporation, New York City The speaker said in part: The economic conditions ot today will have a profound influence on many phases of industrial and social problems and the executive is con fronted with more serious problems of conservation of resources than ever before. Personal leadership can of course be continued without much expense but it is doubtful if interest in organized effort for prevention of accidents con be maintained without a certain amount of cash expenditure. It is generally recognised that most of the money already spent in the safety movement has paid good returns in cash, besides many other benefits, and the executive must be careful that in the stress of modern economic conditions and his natural effort to prevent waste, he docs not allow the interest in safety to suffer. # Safety meetings must be held regularly at all plants; no executive would consider the small amount of time required for men to attend these meetings as constituting waste or unnecessary expenditure. But it is undeniably difficult to provide programs that arc sufficiently interesting to maintain ti*e enthusiasm of the men, and for this reason management can to advantage provide various forms of competitive rewards. The average employee is generally a good sport and he likes the gambling spirit of any sort of competition. Many forms of rivalry among various departments or in some cases among individuals, meet with enthusiastic response and even with the reward consisting of merely the honor of having the best^ performance, or perhaps an inexpensive medal, or a cup of some sort, such competition gives excellent results and should be encouraged chi a practical basis by the executive. # _ It must be remembered, however, that most Americans are dollar minded, and if the reward consists of casts, even in small amounts, he will enjoy the winning of such a prize much beyond its intrinsic value. From person experience, 1 am sure the rather large amounts which my company paid out as safely awards from 1925 to 1931 have been a large factor in establishing safety in the minds of the men in our plant. The first year this amount was quite substantial aud it has increased from year to year. In 1930 wc paid nearly $42,000 in safety awards. That year finished a program during which the safety movement was well organized and established in every plant, and it was considered that the large expense* necessary to initiate the movement would no longer be required. It was decided to continue on a modified plan, which could reach a maximum of $30 per year in each depart ment having three years of continuous performance without a lost-time accident. Unfortunately, the economic depression lias hit the cement industry very hard and our company has found it advisable to suspend these safety rewards. Wc Iiopc. however, that conditions will soon permit us to resume them. Wc are continuing, however, the competition by departments for a safety cup and a cash reward. The name of the winning department each year is engraved on the cup and the cash payment is made to each member of the department. * In the Wake of the News By JACK DEMPSTER - Canada Camant Company, Ltd., Port Colborne, Ontario, Canada The speaker said in part: We arc essentially a news reading public, but it is our habit, in the press of matter* which demand our waking hours, to run over the news, dwell on the head lines and substance for a few minutes and then pass on to other things. Do the majority of us stop to consider what is in the "wake of the news" we receive of an industrial accident? When you are told, dr read in the newspaper, that "so and so" was killed or seriously injured, did you reflect then just what effect 146 Twenty-first Congress--National Safety Council that same news would have on some other persons and the effect that would be felt by then) for perhaps the rest of their lives? "In the waks of the news." Ah. gentle men, this is a subject that is so serious and goes so deeply into human relationships that no mere words can express it and no volume contain it ail. Who can plumb the depths of a woman's woe when the father of her children has been kitled or incapacitated r We are confronted with a situation at this time wherein we must pay more atten tion to the wake of such news. It is not merely loss of the services of one human being, or the crippling of another. Society on the whole is affected. As members of the Cement Section, which the National Safety Council has termed the industry with the lowest accident frequency rate of all affiliated industries, we are naturally proud of our ever decreasing total of accidents. But I am of the opinion that as our accident figures decrease, so docs our degree of responsibility increase. Wc have reached such a stage in our work, with mechanical safeguards, safety psychology and education today, tlial wc must give according to our posses sions. One accident in our membership is, by far, one too many, not alone because of the direct victim but because of those who by relation to him are compelled to suffer alto. What is going'to be the wake of the news after this Congress has concluded its deliberations? Will there be serious and far reaching effects, or will this merely be the record of another "good time?" Wc cannot rely on our records of the past; in this crisis we must be united to eliminate the caqscs of tlic tragic news we read and the heartbreaks and misery that necessarily follow. Accident prevention is a matter for the individual, but it also requires collective wide-awake effort. Many times we have been inclined to think that our duties toward our fellow men. as regards safety work, begin and end with the plant. Far from that, organized safety work is the biggest thing man ever attempted. Its call extends to all comers and places. Safety work is not an activity to be confined in a limited space or behind a certain fence. Accidents arc as universal as the places where human beings are found. When they took the crushed body of the oiler from between the belt and the pulley, it was "news." When the father picked up the dead body of Ills six year old boy from the street pavement, it was "news." When the wife and mother tripped over tlic niop liandle and fell down the basement stairs, tint was "news." But there is also another, a brighter side, to this subject. There is also the "wake of good news." Just think few a moment of the accomplishment of plants that have operated for one, two, tliree, four and five years without a single lost-time accident! For several years it has been my very great privilege to he the editor of the Cement Section News-Letter, and I have noted with pleasure the many individual safety records among our members. Our work is also having its effect on other industries-- our Mwake" is growing and otir responsibility with it. It appears that we have a large reputation to live up to and you and I are helping to maintain and add to it. There, gentlemen, is a worthwhile "wake of the news." TUESDAY AFTERNOON SESSION October 4, 1932 Building Safety and Facility Into the Highway By MAXWELL N. HALSEY Traffic Engineer, National Bureau of Casualty & Surety Underwriters, New York City The speaker said in part: The charge has been made that the so-called safer roads arc in reality more hazardous. This grows out of the fact that many newly constructed streets mid highways have had worse accident records than had the old Cement Section 147 ones which they replaced. The fallacy in this statement lies in calling the new road ways "more safe." It is true that they would have been more safe if the speed and volume of travel to which the other types of roads were subjected had continued, but such has not been the case. .. Today we have a situation where the motorist has been provided with an inexpen sive car capable of high economical and comfortable speeds and with a road surface and in most instances curves and hills capable of standing it. Yet comparatively little has been done to make these roadways safe for the speeds at which they are and will be trsed. , ,. , . . The history of congestion is almost the same. The number ot vehicles increased much more rapidly than the ability of the roadway capacities to care for them. And more attention was paid to roadway widths between intersections than at them, which is where the real limit on capacity exists. Tlic approaches to intersections ought to be exactly twice as wide as the roadways carrying traffic to them. The total width of the highway must naturally be determined by the amount of traffic and the necessity for passing. There are two separate classes of vehicles for which the highway must make provision--the slow moving and the faster vehicles. On a two-lane road long before its actual capacity is reached the passing problem will have restricted the speed of vehicles to that of the slowest unit. Accidents will be caused by those who. made impatient by waiting, will pull out of line and take abnormal chances in passing when insufficient distance ahead is clear. The three-lane road makes provision for passing, and since the flow is usually unbalanced in one direction or the other, will add materially to the capacity and convenience of travel. The limitation on tlic three-lane road comes at curves and hills where passing in both directions is dangerous because of poor visibility, and when the volume increases to a point where there is a continuous and simultaneous demand for passing in both direc tions. At this point the highway must be widened to provide four lanes. Motorists who travel for distances of very many miles soon strike a sort of a pace which they trv to maintain regardless of the fact that their speed should be controlled by the visibility at each point. It is exceedingly difficult to get tlx: long distance traveler to slow down. Curves, hills, intersections, and other points winch require a reduction in speed for safe operation should be improved so that their safe approach speed* are not much below that of the rest of the highway. ^ It is just as important to consider the visability at a curve or a hill as it is to consider the speed at which the car can negotiate it. As speeds have increased a new demand has been placed on the surface of the roadway, and that is a suitable coefficient of friction. Hppcry pavements were not particularly hazardous at low speeds, but they certainly are under present driving. Too often* the driver looks upon the "slippery when wet" sign as he does upon a "travel at your own risk" sign, as casting considerable reflection upon those who built the highway. With the advent of closed cars, illuminated signs, daylight congestion, and a gen eral expansion of motoring habits, night travel will probably increase. The color of the pavement has a material effect upon the visability at night and must receive serious consideration. The highway lighting expert claims that it takes several times as much light to illuminate a dark surface as a light one. In view of this, the road building industry should carefully consider the advisability of constructing surfaces of as light a color as possible. < As highways become wider the efficient.use of each lane becomes more important. Multi-lane highways will not carry anywhere near their capacities unless the vehicles stay in the distinct lanes instead of weaving in and out or straddling the lanes. The construction of cement surfaces in 10-foot units has been of some assistance along this line. Unfortunately motorists early developed the habit of driving in the center of the road. It is obvious that any lanes above two are valueless unless the slow traffic can be kept to the outside in order to leave the centre lane or lanes available 148 Twenty-first Congress--National Safety Council for passing and for the high speed vehicles. The usual method of trying to keep slow moving vehicles to tile right is to lay down lane lines and have motorcycle officers enforce them. This, however, is expensive. In Massachusetts there have been developed what are commonly referred to as dual type highways in which there is a distinction in color 2nd in the smoothness of the surface between the inside and the outside lanes. The center lane or lanes are usually constructed of a rather rough dark macadam and the outside lanes are of a smooth cement light in color. The differences in smoothness and in color are such that the motorists much prefer to drive on the cement and the center macadam lane or lanes arc left free for passing and the higher speed vehicles. There arc certain limitations on the dual type highways The three-lane dual type should probably not he used on hills or curves where the visibility is obscured be cause It would tend to encourage passing where it h dangerous. If cement is used some difficulty may lie had in swampy areas where the ground is apt to settle. The reputation of the dual-type highways has been endangered in the past by poor design. In some instances the center lane was only four or five feet wide, in others the cement was too smooth and slippery and motorists drove with one wheel on the macadam 10 prevent skidding--thus destroying the utility of the center lane for carrying traffic. In other cases the shoulders were not sufficiently attractive for parking and motorists drove near the center to avoid parked cars. As the potential speeds of automobiles and highway surfaces have increased, the motorist has insisted that he be able to travel at higher average speed. Even though the slower traffic was attracted to the outside fane of a four-lane highway, lie often found the next lane being used, and insisted on passing in spite of the fact that it required Hiat he drive to the left of the center lane and face oncoming traffic. This lias resulted in many headon collisions between die two high-speed lane of traffic. Headlights have not been improved ro a point where opposing vehicles arc not blinded by the glare. Sonic motorists still insist on turning around on the highway between intersections: motorists wishing to make left turns do not have any protected place and are frequently hit by the through traffic. A solution for these problems lias been developed, and that is the raised medial strip or parkway. On four ami six lane highways it is a pliysical means of making headon collisions impossible; it affords a protection for left-hand turns at the inter section; <t reduces headlight glare; it makes mid-block turns impossible; and it can be used to reduce the number of intersections which cross trunk lines. MulfManc highways are not effective unless the outside lanes arc used. Unless they are made thoroughly usable you cannot force the motorist to use them. An important principle in traffic control is tliat motorists will not pass too close to fixed objects at high speed. They will swerve away from them. Thus if the guard rails are too close to the outside lane they will move over and straddle the two lanes. Also, unless the road shoulder is made attractive to motorists they will not park 011 It but will insist on parking with at least one wheel on the travelablc portion of lire highway, thus causing vehicles to swerve out in other traffic lanes as they go by. Pedestrians also will not walk on the shoulder unless it is improved to a point where its surface more nearly approaches that of the travclable portion. In some instances the first three feet of the shoulder have been treated successfully with macadam, oil, or tar. As the highway speeds and congestion increase it ticcomcs more important that sufficient .right-of-way be taken in the beginning. This is especially necessary at intersections because visibility is the real`restriction on the "safe approach speed." When the original two-lane highway was prevalent it was not so difficult to get.the motorist to stay on his side of the road because the reason for it was obvious. But when highways were widened, and this is particularly true at intersections or squares, the situation swung the other way and there are many places where there is too much room. Another principle of traffic control is that as little as possible should be left Centent Section 149 t> the discretion of the operator. Our aim should be to give the motorist just enough room to guide him and to .physically pre\eut him from doing the wrong thing-- practically to put him on'rails. The turning movement of vehicles causes an abnormal portion of accidents and congestion and, therefore, must receive the most control. Left turns cause difficulty because there is a tendency to cut the comer and fight for the right of way. Right turns interfere with pedestrians. Both movements are aggravated when motorist* fail to get Into the proper lane from which to make the turn. At some intersections the right turns arc so numerous that they warrant special design to provide for their movement. One rather effective method is to provide a separate roadway and permit the movement in be made at all times except when pedestrians arc present. The Serious Pedestrian Problem It is fundamental that if you leave the pedestrian standing long enough in the street among fan and heavy traffic something will happen to him. It is unreasonable to ask him to step off the curb unless some protection is afforded. In addition, if LIkto exists any control at the comer, such as an officer or a traffic signal, if a street car unloads without an island the passengers will hold lip the vehicular traffic even though the green or "go" period is an. Thus, if there b enough traffic to warrant it and enough room in which to properly install it, a loading zone should be put in. The pedestrian is becoming an increasingly difficult problem. It is obvious that the greater the distance which he has to go in crossing the street or highway the more hazards exist. Thus the introduction of islands is beneficial because it reduces this distance by breaking it up into small parts. There js a demand for research to determine the maximum width that should be permitted. The separation of grades gives the intersection almost the same capacity a* Unit of the roadways which brings the traffic to it. Since they remove all conflictim; movements they naturally reduce accidents. The choice between tlw number of approaching provisions for turning movements must be determined by flow require ments hut it is recommended that it be built upon the unit basis so that as traffic Increases, additional refinements may be added. The rotary traffic principle can lie added to or made in conjunction with the grade separation until a plan which exactly fits each intersection is determined. One of the inherent difficulties which most existing grade separations have is tliat the motorist approaches one and, wishing to turn, is faced with too many decisions which he must make almost at the same time. The exits which he should not enter should be so designed that it is almost impossible for him to enter. The points of entrance and exit should he as widely separated as is practicable. There is a con siderable demand for a new system of signs to explain the turning movements. If these'principles are applied, state highways and streets can he built which will have less accidents and congestion than the ones they replace. The principle is that when you make one improvement which prevents one type of accident but encourages another, you must also make provision to prevent tlie second type of accident, For example; a curve U straightened and consequently no more accidents will occur because cars could not stay on tlie highway, but at the same time a higher speed is encouraged and vehicles get on the wrong side of the road and cause accidents; but if the higher speed were anticipated a raised medial strip would have made tlie sec ond type of accident also impossible. During the next few years any improvement which permits or encourages higher speeds munt be followed by improvements in design which make the highways fool proof at the anticipated speed. Modern cars and roadway surfaces wilt continue to foster increasing speeds, and the construction engineers must anticipate this and build safety and facility into the streets and highways. . 150 Twenty-first Congress-National Safety Council The Portland Cement Association's Safe Drivers League By W. W. HAMILTON Safety Director, Alpha Portland Cement Company, Gaston, Pennsylvania The speaker said in part: Three years ago the Alpha Portland Cement Company decided to accept its portion of the responsibility for reducing automobile accidents and organized an active safety campaign among its salesmen and operating men whose duties required them to use automobiles. The handling of a safety campaign for a <4tlcs organization is more difficult than it is for a mill, due to the fact that die men are widely scattered and work alone. In our case, we have approximately 100 sales men on the road who cover 30 states. It can readily he seen that the success of such a safety campaign depends entirely mi the individual. The Alpha sales organization is divided into districts, and in our safety work we pit these districts against each other just as we do the mills: the basis of comparison being the number of accidents per 100,000 miles traveled. Bulletins arc issued monthly showing the standing of the districts. These bulletins also contain a descrip tion of one or more accidents occurring during the month, which arc considered significant, as well as remarks pertaining to these accidents or to safety in general. This plan, comparatively simple as it may seem, Juts brought about results which nuke it worthy of continuance. The second year, of the campaign showed a reduc tion of 37 }ier cent in the number of accidents over (hat of the previous year, and our record to date this year indicates that 1932 will he better than cither of the two previous years. A study of the accident reports turned in by our salesmen during the last three years has convinced us that very few traffic accidents arc caused by defective mechan ism. Most of them are due to the driver and not to the machine. Automobiles have improved wonderfully during the past few years but the average driver has remained the same. The driver is right where he always was and until he learns caution, common sense, and consideration for the rights of others, lie will continue to have a disgracefully high list of traffic casualties. Of all the many causes of traffic accidents, we believe that the lack of common courtesy is responsible for more than 59 per cent of these. There seems to be a deterioration of character which affects many people as soon as they take their position behind the steering wheel. Almost every one experiences daily the effect of tlie lack of driving courtesy in many ways. The majority of drivers who commit these and other flagrant discourtesies would not commit them otherwise. Something Itappcns to them when they get behind an automobile wheel. How many men sltovc themselves ahead of the line at a ticket window? How many who are walking, deliberately blind others with a* flashlight? How many deliberately block the path of a womanr How many walkers at crossings shove other walkers Into the gutter? A natural resentment often prompts us to resent the attempt of discourteous drivers who disregard our rights. Common self-respect causes us to assert our just claim. Hiit this, too. merely results in risk to life and property. Increase road courtesy and you will decrease traffic accidents. This is the golden opportunity that awaits the Cement industry's Safe Drivers League. It is suggested that the league attempt to induce all cement men to pledge themselves to courtesy and that a reminder of this promise be placed inside of every truck and car in such a position (Jtat it will be in permanent view of the driver. On the outside of the car there should be a tag indicating that the driver is pledged to road courtesy. The psychology of this, both to the driver and his fellow motorist, is apparent. Think what an effect the placing of some 50,000 safe and courteous drivers on bur highways would have. It can be done if the Cement Section is willing to take the lead and extend its safety activities beyond die gates of its mills. Cement Section 151 Methods of Safe Driving By A. R. COUCHMAN Safety Director, North American Cement Corporation, Martinsburg, W. Va. The speaker said in part: At the third Annual Conference on Street and Highway Safety held in Washington, D. C. in 192(5, Mr. Hoover, then Secretary of Commerce, said, "Steadily increasing traffic lias outrun all measures of safety--universal im provement can come only gradually and through continuous and combined effort in many different fields on a nation-wide scale." - This, T am convinced, is the answer to the whole motor vehicle safety problem. The quickest relief will only come through a nation-wide educational program. This, however, is not overlooking the inevitable importance of building safety in the con struction of highways, the efimmation of the grade crossing, the observance of motor vehicle laws through strict enforcement and rigid examination of applicants for drivers licenses. There is no doubt in my mind but that industrial sponsorship and the promotional work which is already being done in this connection lias been responsible for live prevention of a great many highway accidents. If it were not for the application of safety principles and activities of live wire organizations who have come to realize the importance of educating their operators in safe motor vehicle driving, our high way's would be more dangerous than the front line trenches on the field of battle. We understand that there are sonic member companies of this Section who are sponsoring a safe drivers league and are apparently malting a great deal of progress. Is there any reason why we should not join forces and correlate data that would contribute to the progress of safe driving, not only in the cement industry but tliroughout the country as well? In the organization I represent, The North American Cement Corporation, wc Imve a safe drivers league. The promotional work which wc have done in this connec tion has accomplished results both with our own operators and our employees who drive privately owned cars. ' More titan 18 months ago wo started a campaign on safe driving. Since that time wc have not had a single accident among our fleet of motor vehicles which resulted in personal injury. We classify our motor vehicle accidents under the following heads: personal injuries, property damage, and public liability. Districts have been designated and the mileage driven in cadi district since the last accident stimulates competition in safe driving among our various operators. If an accident occurs under any one of the above mentioned heads, the district in which its occurs loses its accumulated mileage and must start over again in the contest. As an individual incentive, as well as an award of merit, wc contemplate issuing a safe drivers' certificate to our drivers who have driven a year with no accidents. This certificate will be placed on the dash of cadi car and will remain there as long as the driver maintains his safe driving record. This certificate will not only identify the driver as a member of the safe drivers league, but it will signify that he is a safe driver and stand out os a challenge for him to maintain safety in driving. Discussion: Following delivery of the above papers many delegates immediately supported the proposal that the Cement Section undertake to promote a safe drivers league of some kind. It was finally decided that a committee be appointed of five members, to outline the exact nature of a proposed league and then take the matter up with both the National Safety Council and the Portland Cement Association, with a view to having one or both of these bodies give official sanction and back the proposed league. It was decided also that a proper official platform for the league 152 Twenty-first Congress--National Safety Council must be adopted before it could be actually presented. The committee appointed to undertake this work is as follows'. W. I- White, Jr., W. W. Hamilton, Gordon Huth. A. R. Couchman, R. B. Fortuin, David, Adam, and Jack Dempster. WEDNESDAY MORNING SESSION October 5, 1932 Thi* *r*ion was a joint meeting between the members of the Cement Section and the Quarry Section. The chairman called for brief reports of standing: committed, then mirodaeed the first speaker. Safety in Limestone Mining and Quarrying By D. HARRINGTON Chief Engineer, Safety Division, U. S. Bateau of Mines, Washington, D. C. TJie *|>cak<r said in part: Notwithstanding the fact that much progress has been made in recent years It) safety in the quarry industry, the latest figures released by die National Safety Council indicate that quarrying is ranked as lumber 21 among 28 important industries in accident frequency, and number 27 in accident severity. The accident frequency rate of quarrying in 1931 was 22.98, and that of the 28 main industries a* a whole 15.12; hence the quarry frequency rate is approximately 50 per <iiit Higher than the average for these industries. The accident severity rate of quarries is 6.88. while the average for the 28 industries is 1.72. While it is realized that the above frequency and severity figures are for the entire quarry Industry rather than for limestone quarrying and mining, nevertlvclcss it is unquestionable that fHith limestone and other quarries and mines have much yet to do before their work can Ik carried on in safety. Acccirdinc to the latest available figures compiled by the Bureau of Mines, approxi mately 80.000 persons are now employed in and around quarries of the United States; of thi numJ*cr about 20,000 arc employed in quarrying cement rock, about 35,000 in quarrying limestone, and about 6,000 in the marble quarries; hence over 75 per cent of the quarrying in the United States might be classed as limestone. In W30. the latest year for which complete accident statistics on quarries are available, limotone quarrying had a fatal accident rate higher than the rate of tlic quarry industry as a whole, while cement rock and marble quarries had a fatality rate well under the average for the quarry industry as a wliole. It is significant that in both fatal and non-fata! rates those of the cement rock quarries are much below the average *4 the whole quarry industry, and this points definitely to the fact tliat the other division* of the quarrying industry can learn much in safety by studying the method* of the cement industry., and have much to do before they can afford to claim that archlent occurrence has been brought to an irreducible minimum. The cement industry is lighting the path to maximum accident reduction in quarries, just as it is performing a similar function in connection with accident reduction in nearly all of the main so-called hazardous industries in the United States. Thai quarrying is hazardous should be admitted by all persons even remotely familiar with the work: but reasonably safe operation of Quarries can be accom plished. as is now evident by tlte numerous instances of individual operation of quarrying units for long periods, not only without fatalities, but also without the occurrence of any injuries which would cause loss of time. In the National Safety competition, sponsored in part by the United States Bureau of Mines, 33 limestone quarries in 15 states and 10 cement rock quarries in 3 states operated through the entire calendar year of 1931 without a lost-time accident and with man-hours of Cement Section 153 exposure ranging from 32,000 to 220,000. In the 1931 National Safety competition, out of 349 quarries and open-face mines which participated. 76. or practically 22 per cent, operated through the year without a lost-time''accident; 12 of these openface mines or quarry operations had an excess of 100.000 man-hours of exposure. It Is apparent that, like all other kind* of mining, underground limestone mining can he conducted with the most excellent results in safety. In fact, it appears that from 60 to 75 per cent of all quarries have safety records better than the average of the industry and that a relatively few backward organizations continue to give themselves as well as the industry as a whole a "black eve", as far as accident pre vention is concerned. If every quarry executive realized that accident* frequently add 10 per cent to tl>c total cost of operating their mines and quarries, they would im mediately apply the readily available precautions that have already been adopted hy half of the rock producing plants, and the unsavory accident records nf the past and even of the present would soon disappear. In general, the hazards from underground limestone mining operation* are largely from defective ventilation, poor illumination, use or rather the misuse of internal combustion engines underground, carelessness in storing, handling, and firing of ex plosives. and the dangers from underground haulage. Anotlier hazard which is prac tically universal, hut the existence of which is frequently denied, is that of mine fires. It is true that there is very little material in a mine of a combustible nature, but any fire, even though small, through the quantity of poisonous gases which tnay be given off, can quickly cut off exits for numerous victims. When organizing a limestone quarry or mine for accident prevention work, it is of primary importance for the higher operating officials to rccognirc that accidents arc a waste not only of human life and limb but also of money and arc likely to be a reducer if not a destroyer of dividends. If those persons "higher up" realized these facts and then put their shoulders to the wheel, to see that safety is made an integral part of plant operating policy, the battle will at least be half gained. Another most important factor is the making of rigid honest examinations and informative reports as to the cause, possible method of prevention of recurrence, and cost of all accidents, even when those accidents are of trivial danger: it should he recognized that with but a slight change in conditions a trivial accident may he converted foto a serious one or even a fatality. TJc conditio*)* *urroumling every accident should he discussed in a meeting at which the operating personnel is present, where an effort will be made to ascertain how tlie accident could have been pre vented. and measures adopted to avoid a recurrence. Other factors include the careful maintenance of accident records, the holding of safety meetings in which leading mine officials should' participate, pre-employment physical exammattoaf and re-exaininationj. first-aid training for all the employees, the organization of safety contests and safety awards to secure the cooperation of all workers, and the safeguarding of machinery aud alt other hazards wtierevcr possible. Safeguarding Our Eyes By J. B. ZOOK Safety Director, Great Lakes Portland Cement Corporation, Buffalo, New York A survey of approximately 1.000 pairs of eyes examined over a period of eight years revealed the following facts: 42 per cent had normal vision either with or without glasses; and fair vision was obtained in 37 per cent with or without glasses. This makes 79 per cent with good or fair vision in both eyes, and leaves 21 per cent with poor or bad vision in one or both eyes that glasses could not help. These figures emphasize the importance of proper eye examination of all employees before employment. Very often the employee can be advised of minor defective 154 Twenty-first Congress--National Safety Council vision which, by proper application of glasses, may have a beneficial effect upon his entire physical and mental welt being. The physical fitness of the man to perform certain duties may be determined. For instance, if it was found that a certain ap plicant had defective vision, we certainly would not place ttiat man where this defec tive sight would be a handicap to him. nor on a job where the defect would be further aggravated by his occupation. Seeing well is 90 per cent of accident prevention. Therefore it 4s essential that we devote our best thought and effort toward providing eye protection which will permit clear vision, that will afford the proper physical protection against flying bodies and shut out light which would permanently injure tlte delicate membranes of the eye. To perform this job properly we must consider* first, the man who is to be fitted with eye protection, second, his job and the eye hazards incident to it, and third, the proper protection to overcome the hazard. .dny old goggles won't do. It is not sufficient to give the employee a pair of goggles and teli him to wear them. It Is absolutely unreasonable to believe that all faces arc so nearly alike that one arbitrary standard goggle will fit every one. Each pair of goggles must fit the face they are to be worn on so they* are comfortable, so they are easy to adjust, and so they fit tight enough and do not allow dust to enter hetweeu the face and the frame. The matin* of comfort is most important. If the frames hurt the wearer's face, if he is subjected to discomfort of the eyes, has headaches, is nauseated or suffers any ill effects while wearing goggles that he had not before, then there is something wrong with the goggle--not the man. Assuming that our man has good vision without the aid of prescription glasses, improper goggles may cause extreme discomfort to him, causing headache, nausea and impaired vision. Suppose, for illustration, you should try to wear r .i. one else** prescription glasses, you would experience these same sauatioos. Th< xplana- lion is this: If the goggle lenses are made of a glass which has refrar -ry char acteristics. that is. if the rays of light passing through the glass arc bent irom their original direction of travel and enter tltc lens of the eye distorted, a distorted image is transmitted to the retina nnd the optic nerve. This is abhorrent to our brain and an immediate effort is made to correct the focus of tlte eye. the muscles of the lens being subject to art unnatural strain to maintain this correction. According to a review of eye accidents which had occurred to employees among plant* reporting to tlw Portland Cement Association in tl>e year 1930, 42 cases re sulted in 536 days of lost time, the average loss of time being 12.2 days. Parking Department. When Portland cement comes in contact with the sensitive cornea of the eye the pain is extreme and may result in permanent injury to tlie sight. The cornea is burnt, and, since there are no blood vessels in it, it slow to heal, leaving a scar which may be serious enough to cause permanent partial loss of sight. ' The thorough correction for this would be to have all men working in packing departments wear goggles, but at least the men operating packing machines and trucking from them, should have eye protection. Shields of non-shatterable glass have been installed upon packing machines and seem to be more satisfactory than goggles, in that the shields are easier to keep clean and also protect the face from hot cement, bursting bags, or open spouts. Welding and Bunting Operations. The naked eye should never be exposed to the electric arc, and welders should always be provided with helmets equipped with the proper filter glass which will prevent the infra red and ultra violet rays from reaching the eyes. Acetylene welders also should wear suitable goggles to shut out these injurious rays. The proper type and shade of glass should be used in these goggles and helmets to prevent eye straiu that may be caused from trying to sec through a dark glass, or the eye trying to keep out the excessive light passing through a glass which is not dark enough. Cement Section 1S5 Kiln Department--Clinker Burning. In the performance of this operation in the manufacture of Portland cement it is necessary for the operators to continually in spect the conditions existing in the kilns at the point where the actual fusion of the ingredients takes place. The temperatures in this zone arc as high as 2700 degrees F. and it is physically impossible to look into this blinding light without eye protection. It is a subject of much discussion whether the blue glass generally used for this pur pose really protects the eyes, particularly against the harmful infra red and ultra violet rays present in light intensities resultant from such high temperatures. Tests have been made upon this type of glass and have brought out the following facts: 1. That cobalt blue glass does not fitler out infra red rays. 2. That depth of color in protective glass affects the visible rays only. 3. That infra red and ultra violet rays which cause eye fatigue and eventually cause permanent impairment of vision, can be eliminated only by the introduction into the glass of certain elements. The use of cobalt blue gU* for kiln burners ia undoubtedly due to the fixed idea that this is the only kind of glass that can he used to see conditions in the kiln, and these men abhor the idea of changing to anything new. They must be brought around to see the dangers of improper eye protection and they must he convinced that they can see better with the proper type of glass. There are several companies who manu facture special glass for this purpose and these glasses afford more vision than live ordinary blue glass. True color transmission is also obtained. Muscular focus is easier because of the elimination of the tnjuriout; raj's, from which tlie eye no longer has to protect itself. * . The use of a hand shield equipped with a No. 6 shade of welding glass filters out 100 per cent of ultra violet rays, 99.99 per cent of the infra red, and admits enough visible rays to perfectly determine burning conditions in tl>e kiln. The use of the shield for the entire face and neck is preferable to goggles or glasses in that it also protects the operator from dust and heat puffed back through the peep hole in the hood. This is important. After making a complete survey of working conditions, rules covering the use of eye protection should he made, especially in tlte department having the greatest hazards, both as to frequency and severity. The use of such rules, couched in simple language, is very valuable In that it definitely affords the men knowledge of what U expected of them. . There is no sound reason for any man objecting to the wearing of goggles. Goggles of the right land will not affect vision in any way. . One more very important point I wish to mention is this: send every eye case to an eye doctor, no matter how trivial. Efforts of other employees to assist in these cases can cause an otherwise trivial case to become infected, and infection following minor eye injury is the cause of many such cases becoming serious. Immediate first aid treatment administered by a registered nurse, in which the eye is washed out, may often be all that is needed, but in every case where the foreign body is lodged in the cornea, the victim should be sent at once to the doctor. It has been shown that about 15 per cent of all eyes lost through industrial acci dents have been lost as a result of infection following a minor injury. * Industrial Health and Its Relation to Industrial Safety By C. O. SAPPINGTON, M, D. Dr. Ph. National Safety Council, Chicago The speaker said in part: Industrial Health work includes provision for the pro tection, conservation and maintenance of mental aud physical health for the indus trially employed. This includes also the effect of his industrial environment upon tlie employee and his reaction to it. 156 Twenty-first Congress--National Safety Council In the minds of many people, a physical examination denotes the ultimate in industrial health service. But a well rounded program of industrial health includes also careful consideration of the previous occupational history and its bearing on the menial and physical status of the employee; periodic re-examinations to check the condition of the human machine; a correction of physical defects found on such examinations with the placement of the worker where these defects will be minimized; a study of industrial environment, including occupation poisons and other occupational disease hazards; ventilation, illumination, sanitation of the industrial environment, and other factors which contribute to the health of the employee; and an advisory health service for both the employee anti his family. There should also be active participation of the medical and health departments of Industry in community health programs. * While it is recognized that management must assume the responsibility for the health nml safety of industrial workers, the administration of industrial health work is a problem which must be shared and not interdicted through the medium of executive authority if good results are to be obtained. It is significant that three national move ments originated about twenty year* ago; these groups are industrial relations person nel work, industrial safety, and industrial health and medicinal work. In general the objectives of all of these three types of endeavor are the same, namely, protection for industrial employees, provision of safe and healthy working conditions, and the smooth functioning of personnel relationship in industry. Subtract any one of these three types of endeavor and you leave the picture of continuity of employment curtailed in *uch a way that it is not complete. In working out the casual relation- shiiw in accident and illness occurrences, it is necessary that there be good co ordination and cooperation between the physician and the safety engineer, and the industrial relations manager. Probably the ideal arrangement is to place all three departments on equal authoritative ham and make them ull directly responsible to the general manager hi any given plant. The c<<n(Klk<n of the health of the worker may have a direct bearing on accident production in 'four general ways: (1) by the occurrence of corrective physical defects, which produce a chronic sub-standard condition; (2) through the incidence of minor illnesses, which temporarily produce lowered vitality; (3) because of mental incapacity or maladjustment, which endangers good judgment; (4) on account of working environment, or became of processes involving health hazards; or related factor*. Clearly then, since there arc definite physical and mental causes, and definite physical and mental results of accidents, the services of a physician will be needed in both the prevention and treatment of accidents. The Industrial physician should, therefore, he a party to Ihe various important procedures related to the prevention and treatment of accidental injuries. Wednesday Luncheon Session: At the close of the Wednesday morning session the delegates of both the Cement and Quarry Sections gathered in a joint luncheon at the Shoreham Hotel. This social hour was concluded with an address by Mr. E. J. Mehren, president. Portland Cement Association, Chicago. Mr. Mehrcn spoke extemporaneously. Unfortunately, therefore, no record of this interesting address is available for these Transactions. ADJOURNMENT _ ' cju n -> h - rivexry'-first annual sa FETYCONGRESS NATIONAL SAFETY COUNCIL t Chemical Section Officers 1931-32 General Chairman--John S. Shaw, Hercules Powder Co-, Wilmington, Del. Vice-Chairman in Charge oj Program--John* Roach, Deputy Commissioner of Labor, Trenton, N. J. Vice-Chairman in Charge o\ Membership--A. L. Armstrong, Eastman Kodak Co., * Rochester, N. Y. ,. _ . Secretary and News-Letter Editor--Rat.pk O. Keeper, Aluminum Company ot America, Massena, N. Y. Chairman Paster Committee--S. H. McKexty, The Atlantic Refuting Co., Phila delphia, Pa. ,. Chairman Statistics Committee--V. Kepher, Pennsylvania bait Manufacturing Co., Philadelphia, Pa. Chairman Engineering Committee--C, H. Miller, E. I. duPont de Nemours & Co., Wilmington, Del. Chairman Industrial Poisons Committee--Da. Leonard Greenduro, Yale Medical School, New Haven, Conn. * Members at Large-- William A. Baxter, The Newport Company, Milwaukee, Wis. F. E. Clancy, Jr., Mathieion Alkali Work*, Inc., Niagara Falls, N. Y. W. A. Cook, Connecticut State Board of Health, Hartford, Coup. L. A. DbBlois, Consulting Engineer, New York, N. Y. Dr. H. E. Howe, American Chemical Society, Washington, D. C. S. D. Kirkpatrick, Chemical and Metallurgical Engineering, New York, N. Y. H. L. Miner, E. I. duPont de. Nemours & Co., Wilmington, Del. C. E. Rice, The Dow Chemical Co.. Midland, Mich,* K. C. Roger*, The Grasselli Chemical Co,, Cleveland, Ohio. E. J. Smith, Underwriters' Laboratories, Chicago, III. R. C. Stratton, The Traveler* Insurance Co., Hartford, Conn. Stanley Warzala, Calco Chemical Co- Bound Brook, N. J. S. E. Whiting, Liberty Mutual Insurance Co., Boston, Mass. ( . TUESDAY MORNING SESSION . October 4, 1932 The first session of the Chemical Section convened in the Wardroan Park Hotel with Vice-Chairman A_- L. Armstrong, Eastman Kodak Company, Rochester, New York, presiding. The first paper, prepared by Mr. Kepner, was read by C. E. Ralston, Safety Director, Pittsburgh Plate Glass Company, Pittsburgh, 157 158 Twenty-first Congress--National Safety Council ' _ CJ^ > c.U 4 \ ^ * Report of Statistics Committee and Injury Experience in the Chemical Industry During 1931 By IRA V. KEPNER t y-cc' : W v' Chairman, Statistics Committee The speaker said in part: Last year I told you that records from 211 plants exceeded Ibe number reporting to the National Safety Council for any previous year. I am pleased to announce a further increase to 238 for 1931; and of this total, 145 plants sent records in each of the previous two years. In all the plants reporting: for 1931, there were 2300 lost-time injuries, of which H56 were serious, including: 36 fatalities. Lost-time injuries averaged 12.65 per million hours worked and days lost were 1.84 per thousand hours worked. Our frequency _ rate is. below the average of 15.12 for all industries, but our severity rate is slightly higher, the rate for Industry as a whole being 172. Among 28 major industrial groups, the chemical industry stands 11 in frequency and 14 in severity, which did not quite equal our rating in 1930. In any ilndy of our exiwrkiice the question arises: "In which branches of the industry are hazards most numerous and serious?** We have records of plants in 11 chemical groups and of these. 1931 frequency rates were higher in the dis tillation of coal Ur. soap manufacturing, and the manufacture of pharmaceuticals and fine chemicals. Severity rates, on the other hand, were highest in paint and varnish factory plants, acid manufacturing, and particularly in explosives plants. The outstanding feature iit our recent injury experience is the decrease of 36 per cent from 1929 in the frequency of lost-time injuries. This improvement is based on the records of our consistently reporting plants, which, as I have stated, furnished the most reliable data for tracing the trend of accidents. Our experience during this period from the standpoint of severity, however, was unfavorable. Severity rates rose steadily from 1.63 in 1929 to 2.01 in 1931. This Is an increase of 23 per cent, most of which occurred in 1930. In that year there was a sharp rise in the frequency of permanent partial disabilities and no improvement in tlte fatality* rate, and in 1931, white the frequency of permanent partial disabilities dropped, the fatality rate exceeded the two previous years by a considerable margin. In tlie past we have felt that as our frequency rates were lowered we should automatically see. improvement in our experience with serious injuries. This lias proved only partially true. The records establWied by the cement, steel and other industries known for their safety work emphasize the need for careful study and research on tlte occurrence of serious injuries. We expect to attain minimum in frequency but. at the same time, we particularly desire complete elimination of serious injuries. All of us can aid by making use of our Section News-Letters to give full information about serious injuries. Ability to eliminate all types of injuries was demonstrated by many individual plants during 1931. Wc are alt familiar with the numerous accidents which result in add bums, and I cite, therefore, the record of an acid plant which worked 838.000 hours during the year without a single lost-time injury, to show what can be done in complete elimination of injuries of this type. In all branches of the industry, however, the best no-accident record for the year was made by a company producing pharmaceuticals and fine chemicals which worked 852.000 boors. Special credit should be given to a division of the Hercules Powder Gxnpanv. engaged in tlie manufacture of cellulose products, because of its record of over 1.500.000 hours to date without a lost-time injury, all of which goes to show our good friend John Shaw and his organization have been on die job. An excellent record was made by the National Carboa Company at Fremont, Ohio, which worked 606.000 man-hours without a lost-time injury. Chemical Section 159 Safe Handling of Chemi.cals \ By WARREN N. WATSON Secretary, Manufacturing Chemists' Association, Washington, D* C. The speaker said in part: There arc certain fundamental principles available tor the protection of the ultimate consumer of chemicals and chemical products. Some are required by law. others have been developed by the manufacturers. These principles include: symbols, poison labels, characterization by color, odor or taste, special agencies, and informative and precautionary instructions. No one of these is a cure-all for accident prevention, but each has distinct advantages and also dear limitation*. The outstanding example of the symbol is the skull and cross bones. In the mind of the general public this is associated with such highly toxic products as pans green and strychnine. For many people who disregard poison labels and in structions the skull and cross bones is an effective warning. Another symbol we are now developing is one for flammable* along the lines of a scarlet red flame, and we are considering the development of a symbol for volatiles. Under, the symbol class falls the use of a picture in lieu of language. Our Carboy Committee, for example, i* developing a cut showing the right and the wrong way to remove a carboy stopper. The use of the word "poison" is required by a multitude of state aud federal laws and the present tendency is to extend this word to other products. Great care should be exercised, however, in labeling additional products poisonous in order to preserve the warning value of this word as applied to product* involving a genuine hazard to health and life. ..................... The use of color, while limited, is not new; for example, an old Mississippi poison law requires that arsenic shall not be sold (except to physicians) without mixing with soot or indigo. Two important applications of color as 2 protective warning arc in gasoline containing lead tetra ethyl and also for methanol sold for the anti freeze trade. The practice of characterization by odor and taste is also limited. The voluntary formula adopted by manufacturers of methanol in cooperation with the U. S. Public Health Service includes, in addition to color, chemical products which impart a distinctive disagreeable odor and taste and also an emetic. Under the category special agencies, falls a variety of devices, such as the use of an emetic In methanol, the use of a string in bichloride of mercury tablets to reduce possibility of a tablet being swallowed by mistake, and preparation of tablets of a different shape and color, such as a triangular tahlet in contrast with the circular tablet used for internal preparation*. Also, the prohibition of sales of a poisonous article in broken, unlabeted packages has merit. The use of precautionary language is bound to increase as the diversity of products expands. To be effective, it must be clear, accurate, brief and readily under standable. * The M.C.A. is in its 61st year and one of our principal activities has been a continuous research program on chemical containers and the handling of chemical products. Progress in the field of chemical containers has kept pace with the remarkable developments in the chemical industry itself. In the furtherance of our research work we have special committees--the steel barrels and drums com mittee. the carboy committee, the tank car committee, the poisonous articles and miscellaneous packages committee, and the manual committee--each devoted to study of a special type of containers. For example, the manual committee publishes pam phlets to give information to the public and interested parties on projttdure and precautions to be observed in the handling of chemicals and their containers. The manuals are written for the consumer, the producer and the shipper, with special emphasis on safety. 160 Twenty-first Congress--National Safety Council The principal source of accidents arising from carelessness lias been on pan of the industrial and ultimate consumer. Wc have, accordingly, found it desirable in certain cases to prepare a manual for the consumer and a separate manual for the manufacturer. Sulphuric acid, for example, is shipped in carboys, steel drums, and tank cars. In Ihc handling of sulphuric acid and mixed add in steel drums, one manual (D-301 has been published for the shippers and a second manual (D-31) for the consignees. Manual D-31 covers explanatory statements as to the causes of explosions by hydrogen and storage without venting. Specific instructions are given under the heads of handling, storing, venting, the removal and replacement of the body plug, die avoidance of flame, emptying, draining and dosing, and internal washing. * These instructions arc very brief and foremen can instruct their workmen and the work men themselves can have access to these instructions. Manual D-3G, on the other hand, for shippers of sulphuric add in steel drums, is more comprclrcmivc and covers such topics as inspection, storage, cleaning, testing, repairing, filling and outage. For tl>e safe transportation and luutdliug of drums containing adds ami volatile products we have developed the M.CA. standard D-37 label. This label, in actual sire, is placed next to the bung on the steel drum. There are, first, two brief statements for the benefit of the employees of a transportation company, and second, seven short statements for the consignee. These labels are available to the public at a small cost and are finding extensive application. Two other manuals that might be mentioned are, first. Manual S-2S. which covers hulk shipments in box cars of nitre cake, giving loading instructions, treat ment of cars before loading, treatment of cars after unloading in order to leave the car In proper condition for the shipment of other freight. Second, Manual P-30 covers the cleaning out of box cars after unloading tine I. C C. "Class BM poisons, which include such products as calcium arsenate and lead arsenate. We now have under preparation manuals for the handling of carboys: for the unloading of acid tank cars covering both the sulphuric acid tank car and the rubber lined car used for hydrochloric arid; and also a manual for Uvc consumer of arsenical insecticides containing instructions for their safe use. In our safety work we have always attempted to make a careful scrutiny of the view point and the reactions of the persons to whom the cautionary warning and information is directed. In this connection one thought must always be borne in mind in safety work, and that Is the human factor--for the efforts which do not recognize the intensity of a clear direct contact with the individuals for whom the information is intended will not only miss the bull's eye but the target itself. Storage and Handling of Compressed Gases and Volatile Liquids By FRANKLIN K. FETHERSTON Secretary, Compressed Gas Manufacturers* Association, New York City Tins speaker said in part: The compressed gases that are used more frequently in industry today may be grouped into six classes based upon similarity of char acteristics that permit their storage and handling in containers of like design. The integrity of compressed gas cylinders constructed in accordance with approved specifications is indicated by the accident records, published by the Bureau of Explosives in their last annual report. During 1931 only $65 damage was incurred, for which compressed gases were responsible, on all the railroads in the United Cheutical Section 161 States and Canada. This is an amazingly small figure when it is considered that the gas industries own tome five million or more of these containers which are constantly kept in circulation. With one exception, all compressed gas containers are equipped will* safety devices designed to prevent the building up of excessive pressures within tlc container. The type of device varies somewhat according to the nature of the gas and the type of cylinder, but the principle involved is the some in all cases. The safety device is intended to eliminate the bursting hazard, which is present in any type of pressure vessel in proportion to the amount of potential energy stored in the container. Proper designs and capacities for these devices liavc been developed by the compressed gas industry to suit each commodity and the consumer into whose hands the cylinder eventually comes should never attempt to repair or niter these devices in any way. If any cylinder is found to be out of order it should be set aside and the gas manufacturer notified immediately. There arc many essential precautions that anyone handling compressed gases should observe, and for these facts I refer you to Safe Practices Pamphlet No. 95 of the National Safety Council, and to the Compressed Gas Manufacturers' Asso ciation's pamphlet on the same sub] eel. Let us return to a consideration of the six groups of gases previously mentioned and the type of containers required for their storage and handling. The first is reserved for acetylene because of all tltc commercial compressed gases it alone has to be dissolved in a suitable solveut in order to make its storage for transportation in economical quantities practical and safe. The shipping con tainer is usually made with a seamless drawn shell or body 'with one or both ends welded or brazed under certain restrictions. The cylinder is completely filled with a porous mass which is saturated with a suitable solvent, and live gas is ditwlvcd in this solvent under pressure, the maximum permitted filling being 250 pounds per square inch at 70 degrees Fahrenheit. The fusible plug type of safely device used in acetylene cylinders is designed to melt at temperatures within the range of 20S to 220 degrees Fahrenheit. At pressures exceeding IS pounds per square inch gauge, free acetylene may decompose, and It is therefore essential that this pressure is not exceeded in acetylene consuming equipment. Copper tubing should never be used for piping this gas. for under certain conditions, acetylene reacts with copper to form copper acctylide. an explosive compound. This is not true, however, of brasses or bronzes. Equip ment listed as standard by the Underwriters* Laboratories. Inc., should he used in the consumption of acetylene, and no unusual procedure or use of the gas should be attempted without first consulting the gas manufacturer. The second group of gases includes such liquefied gases as anhvtlroti* ammonia, sulphur dioxide, methylchtoride, and monomethylftmine, because these gases have relatively similar characteristics which requires their storage in similar types of containers. The service pressures for which the containers for these gases are designed are slightly different, however, being 150 pounds per square tnch at 70 degrees Fahrenheit for methylchloride: 000 pounds for monomcthylaminc and sulphur dioxide: and 480 pounds for anhydrous ammonia. Cylinders for these gases, with the exception of anhydrous ammonia, are fitted with safety devices of the fusible plug type; the frangible disc type of device is sometimes used on melholchloridc cylinders and on small sulphur dioxide cylinders. ' Both methylchloridc and sulphur dioxide find use in a field where it seems nec essary for the gas to be transferred from the shipping container into small cylinders. This procedure should be approached cautiously and if properly done involves no great hazard. The amount of gas so transferred should be accurately weighed to insure proper fillage density in the small container. The gas manufacturers furnish complete Instructions for this procedure and these Instructions should be followed explicitly. 162 Twenty-first Congress--National Safety Council Cylinders should be stored in a cool place and except tor the long type ammonia container, should be preferably placed on end so that the liquid in the cylinder is kept away from the valve. The withdrawal of ammonia from a plant into empty cylinders should be done in accordance with instructions that are furnished by the gas manufacturer. It is apparent that such cylinders should not be overcharged tor in that event a serious hazard would be created which might result in damage to the container and grave inconvenience to the employees of the plant or to the public. . The third group of gases consists of the non-liquefied gases such ns argon, helium, hydrogen, nitrogen and oxygen. They are stored and transported usually at pressures between 1800 and 2000 pounds per square inch at 70 degrees Fahrenheit. In this group the primary hazard Is a cylinder failure hazard; safety devices of the frangible disc type are used, usually being built into the cylinder valve, and designed to operate at the test pressure of the cylinder, so that stresses in excess of that obtained at test pressure cannot be reached. Argon, helium and nitrogen are inert gases and require no special attention other than storage in place* where the containers, or the valve equipment will not be damaged or exposed to excessive temperature. Cool, ventilated storage is most desirable. __ Cylinders of hydrogen and oxygen should be similarly stored, but further pre caution should also be considered because of the chemical activity of these gases. While oxygen is not a flammable gas, it is a supporter of combustion, and should preferably be stored separately and away from cylinders of flammable gases such as hydrogen and acetylene. Oxygen under pressure reacts actively with oil or grease and the gas should, therefore, be kept from these materials. Oxygen cylinders should not be handled by workmen with greasy or oily gloves. b In the industrial field oxygen probably finds its most frequent application in the oxi-acctylenc welding and cutting processes. The National Safety Council's Safe Practice* Pamphlet No. 23 deals specifically with these problems. Equipment Tor utilizing these gases should be installed in accordance with the regulations of the National Board of Fire Underwriters and local codes where they exist, and manu facturers' instructions tor operation should be followed carefully. ^^ The fourth group of gases embraces the liquefied gases such as carbon-dioxide, nitrous oxide and ethylene which are stored as liquids under relatively high pres sures. The same general precautions are to be observed in the handling and storage of these gases that were mentioned in the third group of gases. Nitrous oxide is a suptwrter of combustion similar to oxygen and should, there fore. be handled In similar manner. It should not be stored with flammable gases or near flammable materials. Its principal use as an anaesthetic demands that the cylinders be kept clean and clearly marked to indicate their contents. Carbon dioxide is an inert, non-flammable gas and requires no special attention other than storage in a cool well ventilated space. Ethylene is a flammable gas and should he stored and handled as such. ^ The fifth group of gases includes chlorine ami hydrogen sulfide both of which are stored as liquids and shipped in containers at relatively low pressures compared to the gases in group four. Cylinders containing chlorine or hydrogen sulfide should be stored in cool, well ventilated places. The hazard involved is not from cylinder failure, but from the fact that these gases are harmful to the lungs and other respiratory tissues. Gas masks should be readily available in places where these ftase* are used. If it is ever necessary to warm cylinders of chlorine or hydrogen sulfide to pro mote more rapid discharge, extreme care should be taken to prevent temperature above 125 degrees Fahrenheit, as the fusible plug safety devices used on cylinders of these gases melt within the range of 157 to 170 degrees Fahrenheit. Direct heat of any kind should never be applied. Cylinders should he stored in an upright Chemical Section 163 position in order to keep the liquid from the valve, and it is desirable to use a. rack of some kind to prevent accidental upsetting. Operators in plants utilizing' these gases should be thoroughly versed in the application of first-aid in case of gassing. For detailed instructions consult the National Safety Council's Safe Practices Pamphlet No. 71. Group six covers the liquefied petroleum and liquefied hydrocarbon poses, n das* of materials that may be blended to produce compounds with vapor pressures varying from approximately 23 pounds per square inch at 70 degrees Fahrenheit to approxi mately 145 pounds per square inch at tills temperature. Containers tor liquefied oetroleum gases must be handled with the same precautions observed in the eases of cylinders of other flammable gases. Their use in domestic service, however, should require installation only by competent and well trained men. In order to comply with the regulations of the National Board of Fire Under writers the containers and control equipment used in connection with apparatus for the consumption of these gases must be installed outside of buildings and well removed from all openings whereby escaping gas may enter or accumulate within the building. This is a most important statement, for violations of this rule have come to the attention of the Compressed Gas Manufacturers' Association more frequently and recently than any other violation of a safe practice. The violators arc users of class B installations who put the gas containers inside their buildings aoparcntly to maintain greater vapor pressures during seasons of low temperature. Being heavier than air these gases will accumulate in low places, such as a building basement, and any leakage from a container installed in a basement will not readily dissipate, but may accumulate until dangerous concentration is reached. Sparks from electric fixtures or contact with a furnace fire might cause serious conse quences. Liquefied petroleum gases are utilized in quantity in many important industrial processes. The storage and handling of the petroleum gascj in large quantities, and the regulations for the design, installation and construction of containers and pertinent equipment, have been studied by the Compressed Gas Manufacturers' Asso ciation whose committee on combustible gases furnished the working data from which a Joint committee of the boiler committee of the A. S. M. E., the National Fire Protection Association and the Compressed Gas Manufacturers' Association prepared a report that was recently adopted by the National Fire Protection Asso ciation as their recommended regulation covering this subject. In addition to the regulation just mentioned the amended unfired pressure vessel code of the American Society of Mechanical Engineers contains specifications for suitable welded storage vessels for compressed gases. * Only gases in portable cylinders have been discussed so far. There arc other containers designed for the handling and storage of gases in large quantities. Four types of tank cars are authorized by the Interstate Commerce Commission, but the maximum quantity that may be stored tor transportation in a single tank mounted on one car structure is timited to 60.000 pounds of gas. > In handling tank car quantities of gases, the same general precautions applying to cylinders of gases have to he observed. The liquefied gases should not completely fill the lagged container at 10S degrees Fahrenheit nor the unlagged container at 130 degrees Fahrenheit. All filling of containers should be done by accurate weigh ing and the prescribed loading densities should not be exceeded. Tank cars of gases should be unloaded only on a properly protected track of the consumer. It is certainly wise and In the interest of safety to place "Blue Flags" on the ends of a car being unloaded, leaving them in place until the car is disconnected. If cars are stored on a dead end siding they should be protected on the switch end by a derail. If on an open end siding derails should be provided at both ends. Unloading operations should be performed only by reliable persons, properly instructed and made responsible for the operation. 164 Tit'CHtv-first Congress--National Safclv Council Data on the Efficiency of Moderk Respirator Filtering Mediums to Lead Dust and Fume By REUEL C. STRATTON Supervising Chemical Engineer, Travelers Insurance Company, Hartford, Conn. The speaker said in part; Several years ago the high incidence of lead absorption and lead poisoning cases in several plants focused our attention upon this subject. Let inc quote briefly from a paper prepared at that time as the result of a careful study: "All employees in lead manufacturing and storage areas, and in places where chemical tests of the air show a lead content, should be provided with close-fitting respirators, preferably of the filler-pack type. The respirators should be worn con stantly while the workmen arc in the dangerous areas. Each foreman should be required to make sure that the respirators used in his department fit the individual employees properly, that they are kept dean, and that the filter medium is changed regularly--the necessary frequency to be determined by chemical analyses of the air at the exposure. _ "The filter-pack type respirator lias been mentioned but any other respirator of equal efficiency Is acceptable, including type* constructed and impregnated for special exposures. . "Workmen engaged in cleaning out flue*, sucks. Cottrell precipitators, bag houses ami chambers, should be equipped with masks, preferably of the positive-air-supply type, receiving filtered air, or air from a lead-free source. If this is impracticable, however, tlie respirator* used in this work should be inspected and maintained with special care, in order to be positive tlat all arc in proper condition." At the time this article was written, such consideration seemed to contain all ihc essentials required. However, even though such precautions were taken, cases of definite lead absorption and poisoning were still found and, therefore, it appeared entirely possible after eliminating all oilier considerations, that the respirators were not completing the function which they were expected to fulfill; namely, were not filtering out the lead fumes and the lead dust to the degree that was needed. Obviously, it was Impossible to conduct a research on cadi and every type of respirator. The types selected contain the most common of the filtering mediums employed for the exclusion of dust and fumes in respired air. The entire research dwelt"upon the efficiency of the filtering medium itself. This research involved: fl) generation of lend fumes and dust: (2) a collection train to determine how much funic and dust was generated and put into the air screen; (3) the determination of the normal quantity of lead to be expected in the air stream; (4) means for inserting the filtering medium fn the air stream; (5) tlie analysis of the amount of lead withheld by the filtering medium and the amount passed by iL An interesting situation arose in the collection of tlie fumes and dust generated inasmuch as it was found that, none of the usual air sampling or laboratory dust and fume collective devices would function properly at low air velocities. The respirator research was then delayed pending research work upon a new means of removing solid particles from gas streams. A complete description of this new unit will be found In tlie analytical edition of Industrial and Engineering Chemistry, Volume 4, page 34. July 15. 1932. This improved unit functions quite satisfactorily when operated in series. Another interesting feature of the research experiments was the collection of lead dust and fumes generated at relatively low tempreatures hereofore discounted in usual lead studies as being below the range of such gen eration. With due consideration to this, a temperature factor of 575 degrees Fahren heit was established for use in determining the efficiency data. The manipulation of the research apparatus then is as follows: (a) the lead bath ?s brought up to the operating temperature of 57S degrees Fahrenheit. During Chemical Scclioti U55 this time the collective train is disconnected and a condenser is vented to the open air. When the proper operating temperature is reached, the condenser is blown free of dust and fumes and the train inserted, (b) Air is drawn through the hood and condenser by suction and is passed through the collcctive train for a period of one hour, (c) The individual collectors of the train are analyzed separately, first to indicate efficiency of collection and, second, to give tlie total amount of lead collected. The last collector in the train must show in all cases a negative result, (d) After the average quota of lead per hour at the designated rate of flow is determined, a sample of the respirator filtering medium is inserted in the train. As the size of this sample is constant throughout the test, it docs not produce a variable condition, but is always approximately 2.19 square inches in area, (e) Air is now passed through the train for one hour, (f) The sample of the filtering medium and die collective train are removed ami analyzed. Computation of result then give* the efficiency of the filtering medium. In all cases, the analysis of the sample plus the collection in the train should approximate the average previously determined under sub-paragraph (c). A study of the velocity normally to be expected in a respirator shows no dnU available on this particular point. In (act, there seems to be disagreement of authorities upon the quantity of air breathed by the average person in a normal working day. Obviously, the velocity of inspired air pulsates from zero to maximum and back to zero again about fourteen or fifteen times per minute. Inference was drawn from tliese tests that the efficiency of collection would be expected in reverse order to the velocity used and after some experimentation it was decided to take readings upon the filtering medium at definite velocities and to establish results from these readings rather than using a pulsating air flow. The maximum velocity u*erf was sufficient to pass tliat quantity of air equal to the average normal amount breathed by the average person in one hour. Readings were also taken at SO per cent and at approximately 25 per cent of this rate. Fundamentally, throughout the test, this one question was borne in mind; "Determine whether or not the material tested will remove lead dust and fumes." Souk twenty types of representative filtering mediums were tested and their effi ciencies determined. Samples in all cases were carefully inspected before and after the run to determine if there was any visual evidence of collection. Compilation of results, however, did not show that there was any relationship hetwccen the outward visible appearance of the filtering medium and the results obtained. All specimens were examined microscopically and found to produce a wide variation in the physical make-up of the filtering mediums. . As indicated, this research has dwelt entirely upon the filtering medium itself and has not given any consideration whatsoever ta the type of face piece, the material used hi the face piece, shape and method of fitting the face piece, and whether or not exhale valves are provided. Any or all of these subheadings may affect the total efficiency of the apparatus. A small amount of leakage around the face piece of a respirator will afirfcct the efficiency of the respirator as a whole, rendering it in some cases without any protective influence. No study has been made upon the filtering mediums to deter mine the resistance to air flow. This is Important fu the manufacture of respirators as too high resistance will make the piece so uncomfortable that it will not be worn or will be tampered with so that the air simply washes in and out either alongside of the face piece or through the valves. Studying all results, it seems reasonable to conclude that for obtaining a filtering efficiency of respirator medium greater than 70 per cent, a closely matted felt, a close fibered filter paper or a material of similar character is required. Discussion: Answering various questions, Mr. Stratton emphasized the importance of looking inside the mask to make certain it is as effective as represented. The area of the filtering medium described in his paper was standardized in all tests 166 Twenty-first Congress--Notional Safety Council at 2.1 square inches. All tests showed both dust and vapor but they did not determine the percentage in either form. Efficiency was determined gravimetrically by a method worked out by them. The paper had dealt with general types only, and manufacturers should be encouraged to improve their own product. Manufac turers should also study the fit of the respirator Face piece to secure the highest possible efficiency. WEDNESDAY MORNING SESSION October 5, 1932 This session was devoted to a Joint Meeting with the delegates from the Industrial Health Section, the general subject being a symposium on activities of the chemical industry in preventing poisoning. General Chairman John S. Shaw. Hercules Powder Company, Wilmington, Del., introduced the first speaker. , /. , . .S/ i Activities of the Chemical Industry in Preventing Poisoning from the Viewpoint of the Federal Government By W. P. YANT Supervising Engineer, Pittsburgh Experiment Station, U. S. Bureau of Mine* * The interest and activities of the Federal Government tliat pertain to tire preven tion of industrial poisoning by chemicals have a two-fold origin and application: in dustrial health and safety, and health and safety in governmental activities. The Federal Government is interested in what chemical iiuluvlries are doing to enhance safely in industry, and in what the Government itself can do toward that end. Its interest is sometimes manifested in technical investigations and in the dissemination of information, either performed by the Government alone or with the cooperation of industry and Labor. When it appears necessary, demands may be made or regula tions created and enforced. In the prevention of poisoning by chemicals in its own activities, the Federal Government is aided by the experience and contributions of industry and hy the contributions of the Government to industry. A review of the activities of the departments of the Federal Government will re veal that at least the following eleven bureaus in six departments, and one inde pendent agency, have a direct interest in, or contribute to, safety from poisoning by chemicals: Treasury Department.--Public Health Service and Bureau of Industrial Alcohol. War >r/5ar/mr/.---Office of Surgeon General and Chemical Warfare Service. .Voi'v Department.--Bureau of Medicine and Surgery, and Bureau of Yards and Docks. .-tijrieuUttre Department.--Bureau of Chemistry and Soils, and Food and Drug Ad ministration. Commerce Department.--Bureau of Mines and Bureau of Standards. Tutbor Department.--Bureau of Labor Statistics. Interstate Commerce Commission. Some of those bureaus are specifically charged under the act that created them with the promotion of safety in industry: in others the interest is almost wholly confined to safety in the performance of their own activities; and in a third group contributions arc made from investigations which are unrelated to safety in their (Published by permission of the Director, U. S. Bureau of Mines. (Not subject to copyright.) Chemical Section 167 primary purpose. In this paper no attempt is made to list or describe in detail the activities of the' individual bureaus or agencies further than to give a broad view of their work and to point out possible sources of assistance to the chemical industry. As by legislative act -one of the major functions of the Bureau of Mines is*the promotion of health and safely in the production, processing, and utilization of min eral resources, which include metallic minerals such as gold, silver, lead, mercury, iron, and zinc; non-metalHc minerals such as building stone, slate, salt, phosjrfiaic, potash; radium; coal, petroleum, natural gas. and helium, it is apparent that this bureau has a wide contact and a variety of problems pertinent to poisoning from chemicals. During the Annual Safety Congress in Pittsburgh, October, 1930, G. St. J. Perrott and the writer presented at one of the sessions of the Chemical Section a paper* that dealt more extensively with safety investigations of the Bureau of Mines that have an application to the chemical industry, than is possible to give here. Broadly, the scope of work of the Bureau of Mines that is applicable to the pre vention of poisoning by chemicals include* the discovery of deleterious condition*.; ascertaining the cause of poisoning; devising apparatus and procedures for deter mining harmful conditions of exposure or poisoning in individuals: dousing proce dures for preventing or avoiding harmful conditions; tests of the efficiency and ap proval of respiratory protective devices: study of toxicity, physiological, am| |ia|ho> logical action of poisons or asphyxiants for the purpose of obtaining data that will constitute a basis for evaluating harmful situations: for establishing hygienic condi tions, and for devising methods of treatment. A definite part of the courses of in struction in accident prevention given by this bnreau is devoted to safety in denting with poisons. During the past year 96,580 persons were trained hv the Bureau of Mines in first-aid, and 627,875, have been trained since the creation of this bureau. The Bureau of Public Health Service is also charged by legislative act to assist in promoting health in industry. The interests and activities of the Public Health Service in Industrial hygiene are closely allied with those of the Bureau of Mines; in fact there is a close cooperation between these bureaus and a correlation of work of mutual interest. This close relation arises through act* which permit the Sur geon General to detail Public Health Service personnel to other Government bureaus for the purpose of engaging in work pertinent to health. The chief surgeon of the Bureau of Mines has always been % medical officer detailed to that bureau by Uie Public Health Service, and he reports to the Surgeon General of the Public Health Service as well as to the Director of the Bureau of Mines, Broadly, the industrial hygiene activities of the Public Health Service that pertain to the prevention of poisoning by chemicals deal directly with the discovery and study of incidence and means for preventing chemical hazards. Much work has been done on health hazards from dusts, chemical dermatoses, lead poisoning, hazards from chromium plating, radium compounds, and the toxicity of carbon tetrachloride and other detergents used in the dry-cleaning Industry. The last mentioned investi gation was conducted at the Bureau of Standards under the direction of medical per sonnel detailed by the Public Health Service. The Public Health Service*has a wide interest and close contact with State medical officers in the investigation of occujjational diseases from chemicals. On a number of occasions it has cooperated with the chemical industry in formulating procedures for marketing chemicals, notable among which arc methanol and ethyl gasoline. The Chemical Warfare Service is charged with the investigation, development manufacture, or procurement and supply to Uc Army of all smoke and incendiary materials, all toxic gases, and all gas-defeme appliances. This service has done considerable work of value toward promoting safety in the chemical industry, not onlyby contributing the results of experiences in the manufacture and handling of Bureau ol Mines: Their Application to the Chem vet. 1, I9J0, pp. 450*461. jiKiukiry. X rails, .-National Safety Council, 168 Twenty-first Congress--National Safety Council toxic chemicals hut in devising protective procedures and appliances, ar*d by training persons in chemical warfare and in the use of gas masks. Important pamphlets that deal with gas masks for protection from chemicals and first-aid treatment of per* sons injured by chemicals, have been published. The work of the Interstate Commerce Commission pertinent to safety from chem ical poisons consists in the formulation and publication of regulations for promoting safety in transportation. Complete codes of requirements, which must be observed by shippers and carriers, are approved and published by the commission in the form of orders permitting the articles to move only under the terms of the requirements. These Umitatiom cover the preparation of packages, including their marking and lalielmg, loading into cars, cleaning cars after use, and movement thereof. Through cooperation of the shippers of chemicals, including the Manufacturing Chemists' As sociation, and the Bureau of Explosives, organized by the American Railway Asso ciation. adequate but reasonable restrictions have been placed upon the movement of lH>isunou5 and other dangerous articles. The total property loss in the transporta tion of poisonous materials was $5$ during 1931. There were no deaths or injuries. The Bureau of Industrial Alcohol is concerned with the manufacture, distribution, and use of industrial alcohol and intoxicating liquors for industrial and non-beverage use. This bureaus contribution toward reducing the occupational hazards in the chemical industries has been along the lines of denaturing alcohol in such a manner a* to prevent injurious effects to those who handle or use denatured alcolvol. All new denaturamts before their adoption are examined or tested as to their toxicity. The Navy Department has a wide contact with poisonous chemicals and has many problems of safety that simulate those encountered in industry. A section of the general safety rules of the Navy Department is devoted to industrial poisons and dangerous substances with information pertaining to harmiul contact and dangers from these substances. These safety rules arc available to industry. The Navy De partment also conducts research on problems of safety from poisonous chemicals that arise in its work, the reports of which give information of value to tltc diemica1 industry. The Department of Labor, through Us Burean oi l-abor Statistics.^ maintains art active interest in poisoning by industrial chemicals. Its present work hi this field is chiefly confined to dissemination of information. In the past this Department has made health studies notable among which were: industrial poisons used or produced in the manufacture of explosives; industrial poisoning in making coal-tar dyes and dye intermediates; and occupational hazards and diagnostic signs. As previously stated, there arc other bureaus in the Federal Government that are conducting investigations the purpose of which is not directly related to safety from lvi*onotss chemicals, but which yield information of value to safety problems. It is evident that investigations of the Department of Agriculture pertinent to the destruc tion of insects or rodents, or research on insecticides, fungicides, or fumigants yield information pertinent to the discovery of poisonous chemicals and to the hazards and safety procedures in the industry that produces these chemicals or in other in dustries or agencies that use them. The work carried on by the Bureau of Chem- i>try on prevention of industrial dust explosions yields information of value in de vising methods and procedures for avoiding poisonous dusts as well as metliods for determining them. The work of the Food and Drug Administration is closely allied with work on safely from poisonous chemicals, especially the administration of the Insecticide Act ami. the Caustic Poisons Act. The ship fumigation work conducted by the Bureau of Public Health has been one of the most important sources of prac tical safety experiences with hydrocyanic acid gas. It might appear from the foregoing that there is much overlapping and duplication in the Federal Government work pertinent to safety from poisonous chemicals, but as a matter of fact there is surprisingly little. Duplication is avoided by cooperation between the bureaus and it is believed that in most instances the work is conducted Chemical Section 169 more satisfactorily and efficiently than If it were under the direction of a single bu reau. For example, an investigation of health hazards in the mineral industries can be njore satisfactorily carried on by the joint interest and endeavor of the Bureau of Public Health and the Bureau of Mines than by either agency alone because each has its specific experience to contribute. Industry may lie interested in an expression of the opinion of industrial hygiene workers in tlie Federal Government relative lo what industry is doing for itself. The experience and observation of the writer substantiate the view that progressive chemical industry has done much toward mitigating poisoning by chemicals; also that industrial interest and activity in this subject arc growing rapidly. It is becom ing more usual for industry to recognize its problems. In the design of plants, in dustrial hygiene and matters of health arc factors of primary consideration and not afterthoughts. Safety Inspection, and education are becoming a regular part of the process and training of the workmen. In the utilization of cltcmicals in industry less toxic products or safer procedure* are favored. However, ult industry lias not learned of the dividends to be derived from health and safety in industry. Quite often this remnant is responsible for the accidents iliat stigmatize a particular chem ical and create its reputation as an industrial hazard. It is not charged tlmt this part of industry is in the main malicious; it is believed that it is uninformed and not cognsnt of its hazards. It may also be staled just as frankly tliat industry, the industrial hygiene cause, and labor have suffered from ill-founded demands, unwork able regulations, malingerers, and compensation rackets. In sum, the experience of the writer warrants the conclusion that a real and sane era of industrial hygiene is now firmly established with the cooperation ami the backing of Industry, the State, and the Federal Government; also, this would not be complete without mentioning the important role of private laboratories, insurance companies, safety organizations, and particularly our schools of industrial hygiene which are making excellent contributions to tltc information on the subject nnd pro viding personnel that is trained In this field of endeavor. Preventing Poisoning--From the Viewpoint'of the t . Chemical Manufacturer '' By P. W. DENNIS Personnel Director, Hooker Electrochemical Co., Niagara Falls, N. Y. . The speaker said in part: Recent industrial developments, such as iceless refrigera tion, new types of wood and steel finishers, new dry cleaning methods, improvement in rubber compounding, etc., have demanded of the manufacturer production on a large-scale of new industrial chemicals which shall meet the requirements of these new industries. Physical and chemical properties and, nf course, price, determine in the main the suitability of these chemicals. The physiological action, unless known to be extremely severe, is frequently given too little consideration, until the new industrial application has resulted In sufficient damage to life and health to affect the manufacturer's pocketbook. When this happens, the reaction against one particular chemical may include a host of others, which like the proverbial innocent by-stander, "suffer with the offender simply because there are certain well known black sheep in the family." The development of new chemicals and the new uses for old present new hazards to the public and the worker. No degree of precaution by the manufacturer could anticipate all of the risks and hazards associated with these conditions. In any case, information on toxic properties is becoming more and more important for industrial and public safety and work along these lines should keep pace with increasing exposure to the hazards. 170 Twenty-first Congress--National Safety Council I recall a paper on "The Effect of Chemical Gases" by Major General Gilchrist, which he read before the 20th Annual Safety Congress. He said that many mis statements are being made concerning the action of gases of all sorts and of the ailments credited to them. Since the war especially, the imagination of the people has painted dire effects of exposure to gases, and both ex-service men and industrial workers arc taking advantage of the opportunity to attribute almost any conceivable ailment to gas exposure. Those of us engaged in the industry realize there is much truth hi General Gil christ's statement. However, I do not believe that the responsibility for this condition can be placed as directly on the employees as on the influence brought 10 bear by the old family physician who has not had experience with the chemical industry and so does not know whether certain gases or chemicals are toxic, and if so. to what degree. I know of many cases where diagnosis of "'chemical poisoning" was made simply because the patient was employed by a chemical plant. These errors of improper diagnosis arc very costly to the chemical manufacturer from the standpoint of money involved in specialists* fees, etc* and are also destruc tive to tiie morale of other employees in the organization. It not only hampers the activities of accident prevention but the employee's recovery as well and destroys has confidence in his management, and creates an antagonistic attitude on the part of the public toward the manufacturer. The frequency and severity of these cases prove to me the great need for closer cooperation and greater understanding between the doctors and the chemists. The result of thi* will be scientific knowledge at hand to apply in the diagnosis and treatment of chemical poisoning among workmen. I am of the opinion that possibly more actual poisoning takes place outside of the chemical industry by the users of certain chemicals than m the Industry itself. Therefore. I believe manufacturers should study the health hazard from the user's point of view and prepare instructions for the safe handling of their products. Some manufacturers are doing this because they feel it is right and they are rendering an excellent service not only to their customers but to industry as a whole. ^ I believe the genera! term "poisons" as applied to material or substance used In industrial processes is too broad and in many circumstances misleading. Under some condition* it is unfair to the industry or product. In my opinion, the term "harmful substance" is more appropriate and should be more in use in discussing health hazards. I am confident that chemical workers will be assured a lower span of life and the industry itself will rise to greater achievements in the production and perfection nf their products, if adverse snap judgment opinions can be eliminated and replaced hv the absolute harmonious and intelligent cooperation of the chemist, the engineer, the doctor, the toxicologist, state and federal government agencies and the manufac turer. This would be of supreme service to humanity: would aid in the progress of civilization and would materially lessen the hazard of chemical poisoning In industry. . , e.*1-- Activities of the State in the Prevention of Occupational Poisons By ALBERT S. GRAY, M. D. Director! Bureau of Occupational Diseases, Connecticut State Dept, of Health The speaker said in part: In the summary of a report in 1929, Dublin compares tlie mortality experience among three and a quarter million white male wage earners earning their living in our manufacturing plants, transportation industries, mines and other mechanical pursuits, with a group of white males engaged in nonhazardous pursuits composed of clerical, professional and commercial classes in which agricultural workers and better paid mechanics are also represented in fairly Chemical Section 171 large numbers. Age to age, the mortality rates for the industrial groups run from one and one-half times to more than double the rates in the non-hazardous occu pations. : The industrial worker at the age of 20 has a life expectancy of 42 years compared with the 20 year old worker engaged In non-hazardous occupations who has a life expectancy of 49 years. Dublin states the difference in the mortality rates gives a rough measure oi the tax which industry exacts and reflects the hazards to which these workers are exposed. He concludes that while other items obviously account lor a part of the disparity in these figures and while hereditary and innate differ ences play some part, probably the most important factors are the conditions incident to industrial employment including deleterious gases, excessive fatigue, bad posture, crowded workrooms, dampness, extreme changes of temperature, and sometimes specific occupational poisonings to which industrial workers are so frequently exposed. The control of occupational disease is fundamentally tliat part of the public health program concerned with the reduction of the death rate, the lowering of morbidity rates, and the raising of the general health level of the apparently well among those engaged in industrial environments that nay affect health. . To Indicate what the state may do ia the prevention of occupational poisonings and other cases oi occupational diseases, it may be well to describe the set-up with which I am most familiar, the Bureau of Occupational Disease of the State Health Department of Connecticut. This Bureau was established ou a full-time basis in 1928, one of the first steps being a classification of the 4,000 plants in the state. This classification, so arranged that it may be correlated with the classifications of the United States Census and National Council on Workmen's Compensation, di vides Connecticut industry into about 100 groups. The potential hazards existing in these industries are also classified. Some of the plants may be listed under more than one industrial classification, and present multiple potential hazards. Any program for the control of occupational diseases necessitates: (1) Reporting and investigation of coses; (2) a comprehensive knowledge of the effects upon health of materials and processes used in industry; (3) technical personnel specially trained to make the necessary physical and chemical determinations of Industrial environment; '(4) laboratory facilities. 1 emphasize technical personnel and laboratory facilities, for one cannot tell by mere inspection whether a potentially hazardous environment is safe, whether the amount of dust or toxic material in the air U present in sufficient quantity to con stitute a hazard, whether the illumination is adequate or the ventilation sufficient. Inches of water or air velocity mean little in themselves in measuring the effective ness of exhaust systems. Wc must know the measure of the exposure of the indi vidual. This information can only be obtained by definite physical and chemical determinations of the working environment. Wc know the minimum amount of many of these materials which will affect health, and where we do not have this information at least we know the amount to which they can be controlled by good industrial practice. The definite concrete information afforded by these determina tions establishes the extent of the hazard and provides valuable data for their control. Each plant ia which a study or survey Is made receives a confidential report of the results of all determinations, with suggestions for the elimination or control of any hazard that may be shown to exist. In our organization for the prevention of occupational disease we have provided a well equipped laboratory where material may be examined and determinations made in the field completed by engineers who arc familiar with the industrial processes and materials and who have been trained in industrial hygiene. The Bureau has completed more than 500 surveys of industrial operations and processes and made more than 100 complete studies which included necessary physical and chemical determinations and complete laboratory work. We first make a sanitary survey of the plant, noting the lighting, ventilation, 172 Twenty-first Congress--National Safety Council processes and materials used. Then job analysis of individuals engaged in poten tially hazardous occupations, which includes the materials and conditions to which they are exposed and the length of exposure. Wc are then in a position to decide whether a study of any part of the plant operations is necessary. The methods of conducting a study are of course dependent upon the particular hazard presented. We are doing our bit to keep industry in business by showing them how to reduce compensation costs and increase the efficiency of their workers, and wc are justifying /uir existence in so doing by preventing the occurrence of occupational diseases. This work has resulted in cliangcs of processes, substitution of materials, improvement in ventilation and Illumination and in some cases the purchase of entirely new equipment These industries were sold the idea of necessary changes because they were definitely shown the annual exposure, which could only be done by using the necessary technical facilities provided. THURSDAY MORNING SESSION October 6, 1932 This session was devoted only to interests of members of the Chemical Section. General Chairman Shaw again presided and immediately introduced the first speaker. 4 C^- \ v --12 Safety in Chemical. Pumps and Pumping Machinery By J. C. LAWRENCE Chemical Engineer. E. I. duPont de Nemours & Co., Wilmington, Dei. Tlw speaker said in part: For safety in the operation of chemical pumps, we must guard workers against two things: first, the contents of the pump which may cause injury by direct contact, or may cause explosion or fire by coming in contact with otlw materials: and second, parts of the pump Itself which may cause injury due to breakage or explosion of the pump. Prolxtbly the hazard most commonly met is that due to damage or injury by contents. Where wc have pumps we usually have stuffing boxes and glands. Leak age of liquids at the glands of rotary pumps can readily form a fine spray or rain tliat cnay, in the case of caustic soda or ackls, burn or blind an attendant. Gaskets may give way and under the pump pressure shoot a stream of liquid many feet onto an operator, or into contact with other materials that may readily came fire nr explosion. Also, leakage of a serious nature became of its volume may be caused by serious corrosion of tank casings far below their limit of strength.^ These corroded areas may suddenly give way on account of corroded valves sticking and consequent sudden fluctuations in pressure. Such leaks may cause several hundred gallons of liquid to be distributed onto the men and materials alike in a very short space of time. . . The second hazard, that of injury to bursting pump* and Hying pieces, while not necessarily confined to chemical pumps, is more liable to be encountered here on account of the general corrosion encountered in handling chemicals. Pumps become weakened and eventually will not stand the pressure applied. Self-evident. I think, are the measures to be taken to prevent leakage and break age accidents on pumps already installed; glands should be shielded and drained, and pump casings shielded with sufficiently heavy metal to prevent flying liquid or parts from communicating beyond the pump area. In cases where fire hazards exist the pumps should be installed with explosion proof motors in isolated rooms. In cases where extremely high pressures are required, where pumps handle liquids or vapors, flammable or explosive in themselves, suitable barricaded rooms with special ventilation oE glands should house the equipment. Chemical Section 173 Ordinary chemical pumps for caustic liquids, acids, solvents, and such materials at comparatively low pressures, should be one of two types: (1) be totally sub merged centrifugal, carried in the liquor tank itself; or (2) the outside vertical type having a pump barrel as high as the surface of the liquid in the tank. In both cases the stuffing box under liquid head, the worst feature of chemical pumps, is eliminated. In the case of the submerged pump the hazard of breakage is also eliminated. Both types are available now for all heads and almost any depth of lank. The Use of Stainless Steels in the Chemical Industry By K. E. LUGER and E. C. WRIGHT Metallurgist*, American Sheet & Tin Plate Co., and National Tube Co. respec tively, Pittsburgh, Pennsylvania The speaker said in part: In many industries certain operation* have always been more or less handicapped or retarded because of the low factor of safely in the equipment employed in processing. With the advent of stainless steels, however, and their intelligent application, this factor of safety has been greatly advanced. The primary function of stainless materials, of course, is to resist corrosion and thereby maintain substantially full sectional strength of the apparatus over long periods. The question as to whether stainless steels can be advantageously applied to any particular equipment to improve the safety hazards will be frequently pre sented to the safety men for decision. It is, therefore, highly desirable that those responsible for safety measures familiarize themselves to some extent with these new materials. . Corrosion and safety are very closely related, since there have been numerous instances where equipment has failed due to excessive corrosion, and such premature failures always present a definite hazard to human life, especially where poisonous gases, or chemicals are being handled. Safety and waste are also closely connected and the annual loss to industry through waste and corrosion of equipment is enormous. ^ Tn the chemical industries corrosion is almost everywhere present and is the serious concern of both designing and safety engineers. As a result it is becoming Increasingly common to find safety activities in such plants in the hands of trained engineers who work in conjunction with the operating departments and designing engineers. Practically every kind of available material has been employed by chemical engineers in order to overcome the particular -hazards and corrosive losses which are inevitably encountered. Moreover, in chemical processes the contamina tion of the product being manufactured is also a serious factor, allied with safety considerations, for if the equipment in the plant is readily corroded by the chemicals in process, the purity and quality of the product may often be seriously affected. Those chemical processes involving the use of large quantities of nitric acid have realized a particular benefit from the use of different stainless alloys. In fact, some plants could not be operated commercially until stainless steels were developed for construction of the equipment. Other chemical processes using large quantities of nitric acid, such as the manufacture of explosives, rayon, dyes, pharmaceuticals, and many others, have demonstrated the particular value of stainless steel. Equip ment previously used for handling nitric acid and nitrate products was largely built from ceramic materials that were extremely limited as to pressures, stresses and temperatures, and were very bulky. The use of stainless steels in such plants has resulted in not only lower cost of construction but aUo in much greater operat ing efficiency and safety. In the past ten years many successful installations have been made for such purposes as nitric acid absorption towers, tanks and tank cars, evaporators, digesters, condensers, pumps, piping, centrifugal wringers, etc. Although m the past the principal application lor stainless steels in the chemical 174 Twenty-first Congress--National Safety Council industries has been in installations where nitric acid was a corroding agent, they arc now being used also for such corroding agents as acetic acid, caustics, ammonia, brines and organic compounds. It should be noted that the stainless steels have not been successfully used where the corroding agents are either halogen acids or pure sulphuric adds. In addition to the corrosion resisting properties of stainless steels, their greater strength at etevated temperatures and their resistance to oxida tion make them particularly desirable for equipment operating at high pressures and high temperatures. ' To date, stainless steels have found some application in practically every industry. Where proper study was made of the problems involved, little difficulty was ex perienced from these applications. It should be kept in mind that the term "stainless steel" now includes a group of low carbon alloys of chromium with iron and chromium and nickel with iron; and tliat at least ten distinct alloys are now in commercial use. Since the members of this group of stainless steel differ noticeably in corrosion resistance and properties, not only from other metals but also among themselves, many factors must be con sidered in selecting the proper alloy. The particular alloy to be used will depend largely upon the conditions of service. Experience has demonstrated that the best method of determining relative resistance to corrosion is by actual service tests tinder regular operating conditions. Tables showing resistance to corrosion and physical properties of particular stainless alloys can be found in the technical literature as well as the sales literature of various companies producing stainless steels. In order that the user may obtain maximum economic benefits from stain less steel equipment it is necessary that there be close cooperation between the producer of the steel, the designer of the equipment and the fabricator. It is equally important that such cooperation include the operating departments and the repair departments, Vn order that proper usage and maintenance may be accorded the equipment. FRIDAY MORNING SESSION October 7, 1932 6^-^ M ^ ? ^ Some Causes and Effects of Stream Pollution By J. K. HOSKINS Sanitary Engineer, U. S. Public Health Service, Cincinnati, Ohio The speaker said in part: The broad subject of the pollution of streams is inti mately concerned on one side with the sanitary protection of our drinking water supplies derived from impure surface water courses and on the other side with the economic and sanitary disposal of municipal sewage and liquid industrial wastes, all of which must be discharged eventually Into some stream or body of water. \Vc arc interested, therefore, not. only in the problems arising from the polluted conditions of our water courses, but also in the closely allied subjects of the pro duction of safe drinking water supplies and in procedure for reduction of the stream pollution load by means of the treatment of sewage and other liquid wastes. In general, the nature of polluting substances discharged to streams may be classified as.: (1) toxic or harmful stable chemicals such as poisons, gases, alkalis, oils, dyes and similar substances which exert a direct detrimental effect upon animat and plant life: (2) inert substances such as clay, sawdust, wood-pulp and carbons which, while not in themselves injurious, by their presence create objectionable conditions and interfere with the normal uses of the waters Into which they are placed; and (3) organic mailer including sewage and numerous industrial wastes which decompose in the receiving stream, reduce the dissolved oxygen content and frequently contain pathogenic organisms. Chemical Section 175 Of these general classes of polluting substances, the chemicals are perliaps the most varied in composition and very frequently the most difficult to treat effectively. Many of them exert direct, detrimental effects upon the public health, where Ibe waters into which they are discharged are used for drinking water supply. Very frequently such chemicals are difficult to remove, once they reach natural streams, and for this reason it is generally advisable to treat or dispose of such waste liquors before they are discharged to water courses. Among the directly harmful chemical wastes may be mentioned those resulting from lead mining, oil wells, plating and galvanizing, copper and zinc refining, coat mining and a large variety of chemical industries discharging acids, alkalis, dyes or caustic chemicals. Another harmful effect of chemical waste affluents is the interference with biological purification processes of sewage treatment and of natural stream purification. These processes are dependent for their proper functioning upon the activity of nitnule and sensitive organisms which inhabit the polluted liquids in immense numbers and which have the power of breaking down complex organic matter into simple forms. They are adversely affected by many chemicals and their work is thereby interrupted or halted with disastrous effects to the purification process. Pollution of streams by inert substances that contribute no Itarunful ingredients to the waters in which they are placed is not so extensive as pollution by chemicals or organic matter. The most wide-spread pollution of this nature is that contributed by surface wash whereby large volumes of soil and clay arc added to the streams as a result of heavy precipitation which, however, is not of direct industrial origin. The most varied and extensive class of polluting substances are those of an organic nature resulting from a very great number of industrial processes and from the contribution of sewage from our cities and towns. These organic compounds are unstable, that is, they are broken down more or less rapidly by bacteria in the receiving stream, require appreciable amounts of oxygen in the process If it is available, and if it is not, create conditions of nuisance such as objectionable odors, discoloration of the water, development of unsightly organic growths, deposits of decomposing sludge, etc Furthermore, such waste and sewage frequently carry harmful pathogenic bacteria capable of spreading disease if taken into the human system. It is this type of pollution which is of universal concern to the public health officials, charged with the protection of public water supplies and maintenance of standards of stream sanitation. Streams and other bodies of water have a definite capacity for assimilating organic pollution without nuisance. The disposal of sewage and wastes by dilution is a perfectly practicable procedure and one that is widely used. It is only when excessive loads of pollution are imposed that this process fails and objectionable conditions result. It is frequently necessary, however, to resort to artificial measures to rc-cnforce natural purification rates and prevent overburdening our polluted streams. Such measures may be directed to the stream itself through special reaeratlon and oxida tion or removal of organic material, or more directly to the polluting wastes by means of various methods of treatment. Methods of artificial treatment of* sewage and organic industrial wastes to relieve the pollution of streams are also varied in character. They consist generally in the removal of solid impurities in the form of sludge from the crude liquors by mechanical sedimentation processes, the removal of the finer organic materials both in suspension and in solution by some process of biochemical oxidation, and the economic disposal of the sludge solids by anaerobic fermentation or some mechanical means. A most encouraging development in the control of stream pollution in recent years has been the cooperation of industry with government in earnest endeavors to find practical solutions for industrial waste disposal problems. The replacement of mutual suspicion of motives by mutual understanding of purpose on the part of both industry and administrative authority has resulted in real advance and practical accomplishments. 176 Twenty-first Congress--National Safety Council O-w. ^; Accidents and Their Causes in the Chemical Industry By C. E. RALSTON Safety Director, Pittsburgh Plate Glass Co,, Pittsburgh, Penna. The speaker said In part: There are five outstanding points which appeal to me as deserving' very careful consideration: (1) The selection, placement and training nf employees. (2) The attitude of the supervisory force. (3) Laxity of organization and discipline. (4) Care and use of equipment. (5) Treatment of cases--medical. ... . In tlic selection of employees, the problem of physical condition is extremely im portant, especially in relation to the job for which they are employed. Hearing is especially important, as well as vision, since these two items vitally affect the effi ciency of the man on the job. Temperament must also be given consideration, since some employees will not worlc well with others, and a somewhat chaotic condition among department personnel may easily be the cause of injury. A man should be definitely willing to work and cooperate with his fellow em ployees. He should be outspoken in his willingness.to follow the safety program, as well as oilier phases of his work. This expression will eliminate much of the diffi culty in the past where foremen have had to convert men to the safety program after they became part of his group. In die past there has been entirely too much laxity in employing men and placing them on any job, and later transferring them to other jobs for which they might be equally unfitted. Reception of the new employee by a foreman deserves more thought than is ordinarily given to it; this reception may frequently determine the attitude of the employee toward both fats foreman and his work. If this attitude is right in the beginning, there should be dose cooperation and also dose application to the job. When a man has been side and is being returned to duty, there should be a close check up on both the man's physical condition and his ability, and a follow-through to see wliat effect tlvc work may be liaving upon him. Many men arc returned to duty without a proper follow-through and as a result more serious injuries some times occur. A man always feels in returning to work that he must make good, and in his weakened condition lie will sometimes overexert himself or take unnecessary chances. There is always a question of loss of confidence as well as x feding of physical weakness in the case of men recuperating from injuries, and these conditions must lie kept in mind in connection with the replacement of men to duty. There should also be a sympathetic attitude on the part of tlie supervisors toward such men and mure consideration should be given to them until they re-establish themselves as ac tive members of the working force. Too much cannot be said relative to the instruction of the men by the employment manager and also by the safety engineer prior to their placement in the gang. This instruction should include the company program as well as methods of carrying out both work and safe practices. These general instructions must necessarily be fol lowed up by detailed job instruction by the foreman and a careful follow-up by him to see that the roan thoroughly understands his work and is acquainted with the equipment lie is to use. This job can also be carried on by fellow workers detailed by the foreman. One advantage of this latter practice may be that the worker is himself benefited by instructions which he has been delegated to give to another worker. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Construction Section Officers 1931-32 General Chairman--Joan Russell, Jr., United Engineers & Constructors, Inc., Newark, N. J. Vice-Chairman--W. G. Wheeler, Building Trades Employers' Assn., New York City. Secretary--Charles H. Black, Stone & Webster Engineering Corp, Boston, Mass. Nbvjs-Lctter Editor--Robert McKinley, General Accident Fire and Liie Assurance Corp., Detroit, Mich. Chairman Poster ComrmV/er--C. C. Middleton, Trinityfarm Construction Co., Dal las, Texas. Chairman Membership Committee--Edcax N. Goldstime, Barrett & Hilp, San Francisco, Calif. Cftotrmnu Program Committee--Ww. F. Tubbsinc, Wm. F. Tubesing Co, Mil waukee, Wis. Chairman Publicity Committee--R. D. MacMillex, Merritt-Chapman & Scott Corp., New York, N. Y. Chairman Statistics Committee--J. C. Forester, The L. E. Myers Co., Chicago. III. Chairman Engineering Committee--J. W. Folux, Philadelphia Federation of the Construction Industry, Philadelphia, Pa. Members at Large-- W. F. Austin, W. E. Wood Co, Detroit, Mich. W. R. Richards, The Associated General Contractors of America. Inc, 1329 E. St, N. W, Washington, D. C. George Widtja, Builders & Manufacturers Mutual Casualty Co, Chicago, III. TUESDAY AFTERNOON SESSION October 4, 1932 , The first session of the Construction Section convened in the Wardman Park Hotel with General Chairman John Russell, Jr., presiding. Chairman Russell wel comed those present and then presented his annual report, in which he summarized the year's activities and the reports of standing committees. Membership in the section, as of August 31st, was 223, showing a gain of 50 members over the previous year. A vigorous campaign for new members is planned for the coming year under E. N. Goldstine, chairman of the Membership Committee. The news-letter editor and his three associate editors have done excellent work in presenting^ the news of the section during the year. The publicity committee has also been quite active in getting the news of safety progress to the outside world. 177 178 Twenty-first Congress--National Safety Council During the year 56 posters relating to construction activities were prepared and offered to the industry by the poster division of the National Safety Council in cooperation with the poster committee. The other standing committees were also mentioned and credited with good work during the year. The chairman then intro duced the first speaker. - Accident Experience in the Construction Industry During 1931 By J. C. FORESTER L. E, Myers Company, Chicago The speaker said in part: According to the three year records of over two hundred construction companies the frequency rate has fluctuated narrowly between 52.47 and 56.71, from 1929 to 1931. In severity, however, our 1931 rate was about 21 per cent below the rates for 1930 and 1929. Though our experience with perma nent partial and temporary disabilities was unfavorable in 193], the improvement in our fatality rate enabled us to show better than average reduction in severity. These figures may be compared with average decreases in injury rates for all industries from 1929 to 1931 of 38 per cent for frequency and 19 per cent for severity. It is difficult to understand why our frequency rates have not shown improvement, although there are some companies in the industry which have been making very excellent records. One of the most impressive belongs to a large company not engaged in building construction whose frequency rate was 130.60 in 1929, 103513 in 1930, and S9.46 in 1931. These large reductions fn frequency were also accom panied by improvement in severity--from 3632 to 29.57, and to 1.23 in 1931. In contrast to this is the bad experience of a smaller concern which showed a steadily rising frequency from 75.0 to over 125.0, and a severity rate which has gone up from 0L86 to 230. The first company is in a position to expect and receive sharp reductions in its insurance costs but this is certainly not true of the second. Simitar wide differences in results attained by large and small companies during 1931 arc shown in the experience of the various divisions of live construction industry. In building construction, 1930 and 1931 rates for tile contractors, roofing and sheet tnctal contractors, painting and decorating contractors, carpenter contractors and plasterers are quite low in comparison to other occupations, but individually some organizations have exceptionally poor records. For example, plaster contractors averaged 46.46 for frequency and 1.06 for severity in 1931, but one comparatively large contractor had rates of 19231 for frequency and 0.47 for severity. Our biggest problems in building construction, however, appear to He in such operations as erection departments, cement work, and among employees of general contractors. In 1931, the records of heating and piping and plumbing and piping contractors were also poor. It is unfortunate that we do not Have the data for computing national injury rates for such jobs as bridge-construction, dams, road building and the like. In previous reports before the section, members have been urged to keep and report their records for different types of jobs but, while some of them have adopted this procedure, the desirability of doing this is slow to take Hold. Inquiries to head quarters show the need for information of this kind. One member, for example, was starting a concrete bridge job and desired to know what injury experience could be expected on that class of work. Another had made a very good record on a particularly hazardous job and wanted to know the usual experience in such work. Information of this kind is of practical value because it establishes standards which we should expect our forces to attain. AH our members are, therefore, urged to cooperate by sending in as complete records for 1932 as possible. Conyfrucfton Section 179 Chairman Russell now called the attention of the delegates to the ''safety platform for the construction industry" which had been prepared fn cooperation with the Associated Contractors and had been approved by the Construction League of the United States. This platform is as follows: Safety Platform for the Construction Industry 1. That manuals of safety regulations be prepared and revised by and for the industry in lieu of Laws and Legalized Codes. 2. That it is the business first of every industry to support the American Safety Movement and provide adequate safety programs that save personnel, pay dividends, and insure property. 3. That general contractors continually conduct their field operations tn accord ance with well recognized standards of safe practices for protection of employees and the public. # 4. That sub-contractors in tlieir shops and on their field work abide by standard practices for safety of their own and other employees. That craftsmen and their helpers realize that safety rules are for their pro tection, that everlasting vigilance minimizes hazards, and that safety first and self preservation are synonimous. 6. That the National Safety Council serve as the central safety group to evolve adequate technique^ proper procedure and psychological publicity. 7. That the Underwriters Bureau, through a national construction department, provide consistent insurance classifications and furnish joint local safety engineers for supervising construction field operations. 8. That job safety committees be selected to regularly Inspect the safety appli ances, and recommend safe precautions and assist in first-aid measures. 9. That all elements of the industry* through their national and local organiza tions jointly cooperate through periodical safety meetings to mlmmfze accidents severally and jointly. The delegates heartily approved of the above platform and by motion, duly passed, it was voted "that the construction section of the National Safety Council approve this platform." E. N. Goldstme spoke briefly on the use of posters on construction work; he explained that by a system of rotation of posters at the rate of three a week, every construction hazard may be brought to the attention of workmen. Many firms, he said, do not like to use gruesome posters showing infected hands, etc., but the average construction worker is "hard-boiled" and needs striking posters to make him exercise care. Education Will Do More Than Regulation To Promote Safety ` By WILLIAM N. DOAK Unhed States Secretary of Labor, Washington, D. C. The speaker said in part: The credit for the initiative for practically all safety regulations and safety laws belongs to organizations of labor. This applies in European countries as well as in the United States. Back in the early 70s and '80s industrial workers made persistent demands for safety regulations in factories. The movement then started to spread throughout the United States so that today we have the record of 48 states with some type of factory Inspection safety laws, and requiring guards on dangcro-cs machinery; and 27 states requiring ample venti lation and sanitation in factories to protect the health of employees. ISO - Twenty-first Congress--National Safety Council Thirty-six states have mine inspection safety laws with authorized inspectors. Forty-three states enforce sanitary laws and have sufficient toilet rooms for the sexes in industry, thus safeguarding health and the proprieties. Forty-eight states provide factory inspectors to enforce observance of health inspection laws. Thirtyeight states require fire escapes on factories and public buildings. Twenty states have boiler inspection laws and 17 states officially inspect bakery shops. Tn the early *80s a great movement was started by railroad employees engaged In transportation service to secure safety regulations in the make-up and handling of cars in railroad trains. Laws requiring automatic couplers and automatic brakes were later enacted by 26 state legislatures, and eventually by the United States Congress, thus coordinating inicr-state and intra-state jurisdiction and responsibilities. Improvements in the original brake and coupler appliances have been constant and today these mechanical safety appliances are practically perfected. Popular educa tion and human xugouxtty have fortified these essential safety regulations. Workmen** Compensation Laws In 190ft the first automatic Workmens* Compensation Law was passed by Federal Congress for the protection of employees of the United States engaged in hazardous occupations. That law was initiated by labor and approved by President Roosevelt. Following this initial effort, the stales rapidly fell in line, until today only four states remain outside of the fold of safety assuring laws through workmen's com pensation measures. In each and alt of these cases education had to precede regu lations. In 1916 Congress substituted the original Workmens* Compensation Law with a more liberal and more comprehensive law, bringing within its benefit all the Federal employees and a.new Federal Commission was created to administer it Later, Congress responded to petitions by longshoremen and all other employees in and around shipping docks by passing a very necessary compensation for injuries law covering workers in such extra hazardous occupations. In 1909 another great safety law was passed by Congress in behalf of workers in coal and metal mines, stone, marble and granite quarries. This accomplishment followed years of sttidy, many conferences and frequent negotiations between mine workers and mine opera tors. who finally agreed upon a Bureau of Limes law which President Taft approved. In 1909 also, the Federal Congress accepted the educational suggestions of the railroad organizations in transportation service, and perfected the fragmentary laws governing safety appliances on cars and locomotives. As a consequence the auto matic ash-pan cleaning Taw was enacted, and the standardization of equipment taw was placed upon the statute books. Following swiftly upon these salutary safety measures, and In compliance with insistent requests of railroad employees, Congress passed the Locomotive Inspection Law in 1911, arid amended it in 1915, so that It Iwcamc applicable not only to the locomotive boiler, but to all the appurtenances attached to a locomotive. After more than 30 years of persistent efforts to properly inform the public and administrative authorities, the seamen of the United States succeeded In securing the enactment of a practical safety measure for those who go down to the sea in ships, crews of workers, or travelers for business or pleasure. This seamens' taw passed Congress and was approved in 1915. It not only contains safety principles, but Is designed to make it possible for all seamen to enjoy equal industrial rights with other workers of the world. Here are many examples, sufficient, I think, to substantiate my claim that^ educa tion precedes and must necessarily accompany any regulation for the promotion and maintenance of safety measures. Construction Sectioi m WEDNESDAY MORNING SESSION October 5, 1932 On opening this session. Chairman Russell called immediately for the report of the nominating committee. The report of this committee was presented h\ R. Mc Kinley, General Accident, Fire and Life Assurance Corporation. Limited. Detroit. Michigan, and officers were elected as follows: General Chairman--John Russell, Jr~ United Engineers & Constructors. Inc.. Newark. IC. J. _ Vice Chairman--\Y. Cl. Wheeler. Building Trade* Employers* Ass'n. Xew York City. .Vrav-tri/rr Editor--James M, Doyle. James M Doyle Adjustment Bureau. Montreal. Quebec. Secretary--Ralph A. MacMullan, Genera! Builders* Association. Detroit. Engineering Committee Chairman--Robert McKinley. General Accident Fire & Life Assurance Corporation, Detroit, Michigan. Membership Committee Chaimtan--Edgar X. Goldstme. Barrett & Hilp, San Francisco, Calif. ._ Poster Committee Chairman--R. J. Reigelugh, C. \Y. Btakcslcc & Son, New Haven, Conn. Program Committee Chairman--W. A. Dearborn, Lumbermen's Mutual Casualty Co., Boston, Mass. Publicity Coinmitirc Chairman--Thoa. W. Walton, Henry W. Horst Co., Phil adelphia, Pa. Safety Khik and Film Strip Committee Chairman--Miss E. S. Ghee, Mcl-aury Marble Corp., New York City. Statistics Committee Chairman--J. C. Forester, L. E, Myers Company, Chicago. Members at Large--W. F. Austin, W. E. Woods Co., Detroit, Michigan; C. H. Black, Stone Sc. Webster Engineering Corp., Boston; W. R. Richards, The Asso ciated General Contractors of America, Inc., Washington, D. C.; George Wiclua, Woodmen's Accident Company, Chicago, Illinois. How to Make the Construction Job Safe By EDGAK N. GOLDSTINE State Compensation Insurance Fund of California, San FrancBco The speaker said in part: Those of us who have thought seriously about pre venting accidents recognize that it is equally essential to plan thoroughly if we want to obtain gratifying results. The first step In this direction begins with a strong feeling which might be expressed in the words: "1 want to stop injuries to the men engaged in our work. I plan to do everything reasonably possible to pro tect our employees." Most building concerns never take this first step. And when a eueitractor who pays 173 per cent of the manual insurance rate because of cumiumtly bad experi ence says that he is sincerely interested tn safety bat he won't jo*n the National Safety Council because his organization knows alt about accident** he is only kidding himself. He is paying for it besides. There are entirely r*> many men like him. They xrish they could stop accidents but do not truly svonr to do <<>. The second step begins with an Inquiry: "How can I effectively plan for results in accident prevention r" Right here is where most safety peugrann* everywhere usually display a fatal weakness. Most of us do not know what to <!o rxw how to do it. and we are not trying hard enough to find out. We cannot plan for results until we understand clearly ju>t what needs to be 182 Tuenty-first Congress--National Safety Council done. The experience of the past is the most reliable index of the possibilities of the future. We can examine our accidents, classify them, study them, analyze them. Then, if we will use plain common sense we can determine what is needed to improve our situation. Our tabulation of injuries in' various classifications will indicate their number, nature and seriousness. We will End some are due to handling materials, others are a consequence of falls, stepping oil nails, stumbling, striking against objects, falling objects, use of hand tods, etc. Only too often men do not understand the safe limits of strength of various materials. They may pay a serious penalty for their ignorance. When a budding mechanic knows that the safe span in feet for a two-inch thick scaffold plank carrying a load of one man Is equal to its width in inches, be will not use a 2x4 on an cigltt-foot span as one man did before lie was carried to the hospital. He will know that nothing less than a 2x8 is safe under these conditions, and further more lie will lake a good look at that 2 x 8 to see that it is structurally sound and free from dangerous defects. Building workers like to know what equipment will hold, so that needless risks can be avoided. The difficulty is tlmt their bosses them selves don't know as much about it as they should, and consequently say very little about the matter. Men need to be taught how to pick up a heavy load, with the back erect, using the arm and leg muscles for the lift. * Perhaps the most outstanding hazardous characteristic of building operations is poor housekeeping. A survey of the accident experience for a reinforcement steel contractor over a five-year period showed 23 per cent of all lost-time accidents chargeable to dangerous work spaces. A mason contractor had a percentage of 19 per cent. A general contractor developed the figure of 22 per cent- Here we have practically one-fifth of all mjerries due tn a condition that can be readily observed by anyone prepared to use his eyes, and that may be corrected !sy arty organization that wants to do it. A third condition that any person of normal intelligence should be able to detect is the danger from falling material. About one-tenth of all accidents arc charge*We to tlus general cause. The use of gourd rails, overhead protection and common sense in handling and placing material would certainly prevent nine cut of ten cases of this kind. When we get around to sale practices, more ability and experience arc required to determine when work is not executed in the safe manner. You will probably find tlmt at least ten accidents oat of every hundred are chargeable to neglect to use ordinary common sense rules regarding safe working methods, safe clothing and safety goggles. Safe practices pamphlet Con-l of the National Safety Council has a great many practical suggestions Uut will serve as the foundation for any sides that your organization might want to work out for its own special conditions. Also Bulletin No. 202 of the state of Ohio Department of Industrial Relations, contain ing specific requirements relating to building and construction work, is an excellent source of definite data that will be helpful in determining safe loads. After a man gets hurt, competent first-aid will deliver him to the doctor to better condition and suffering less pain than would be the case If such treatment were not available. It will also prevent the possibility of infection in roost cases. Yet very few* construction companies spend any time at all in instructing their men upoca the rudiments of first-aid, let alone adequate training that will enable them to apply first-rid principles. So fir as I know, exactly three construction companies on the Pacific Coast have done this, and the effect of it combined with safety programs was to reduce tosses very materially within a single year--In one case as ranch as 50 per cent of the former rate. The most difficult factor to cope with is the personal equation of the individual tvorker. When men are tired mentally or physically, when their minds are not on their work, when they dislike .their foreman, when there is a physical deficiency. Construction Section 183 or when other similar factors enter into the picture, you have a tendency toward accidents. Sometimes an intelligent foreman can notice their presence and do some thing to help natters. Yet sometimes it is necessary to use subnormal men on construction work, whether we like it or not, and under such circumstances, the best that we can do is to restrict their employment to the least dangerous work and supervise their activities very carefully. I have touched on only a few of the factors having a significant bearing on acci dent causation. When we appreciate them we can sec what needs to be done and can organize our efforts for concrete results. Our plans might contemplate a safe practice manual of instruction for all foremen; training in first-aid; safety rule*, prominently iKted on the job; regular use of safety posters selected for the needs of our men; maintenance of safety records and statistics that will qwckty indicate any dangerous conditions requiring correction; adequate first-aid supplies; stand ardization by means of sketches ot requirements for temporary structures and con struction such as scaffolds, shoring, form construction, etc. We can begin gradu ally and make definite progress month by month as the entire organization learns to understand and cooperate. * The Navy and Safety on Its Construction Work By WOLCOTT . HAUL, Commander, U. S. Navy, Waabinf&m, D. C. The speaker said in part: The Navy's construction work may be divided into four classes, each somewhat different to accident risks: (1) ship building: (2) ship repairing; (3) rivii engineering; and (4) ship wrecking, which, of course, has nodung to do with the results of faulty navigation. Ship building requires the construction, use and upkeep of building ways, scaf folds, wharves and dry dories; use and upkeep of transportation and hoisting equip ment; and the operation oi metal working, electrical and wood working shops of various lauds, ia addition to actual construction of the ship itself. Slwp repairing may involve work on any part of the bull, armament or machinery of a ship and requires all the facilities needed for shipbuilding except building ways. You have heard a good deal in recent years about the modernization of battleships. The ship is placed in dry dock and the repair work raay include anything from the fitting of so-called `'blisters'* over vital ports of the hull below the water Hoe, or new armored decks for additional protection against bombs and the plunging fire of heavy guns, to the installation of new and lighter and more efficient engines and boilers, or an improved fire control system with instruments and wiring whereby the riming and simultaneous firing of all guns of a battery may be done from one or more of several stations. The third dmrioo of our work, civil engineering, consists of the construction and repair of buildings, wharves and dry docks. These are usually built by contract under naval supervision, but repair work on them is comnmcoly done by our men. Ship wrecking, the last division, consists of removing the guns, armor and ma chinery of a ship and cutting up her hull by oxy-acetyknc burners. The final stages of this work are done in dry dock. In all of this work the more serious accidents are caused by frits of persons foils of material being handled, and by collapse or overturning of hoisting equip ment. The weights handled are sometimes as great as three hundred tons. _ One of the first things done by us to reduce the number and severity of accidents was the development of safety organization. This consists of the central office and of the field organicatkMt. The central office is at the Nary Department in Wash ington. under the Assistant Secretary of the Navy, and consists of a naval officer as military head and of the Navy Department safety engineer- There are 35 report- 18(5 Twenty-first Congress--National Safely Council enough to the masters, foremen and workmen. To interest these men, an annual inter-shop safety competition was put into effect for the first time this year at our 12 largest stations. The inter-shop competition really consists of two parts, a local competition among the various shops at each station, and a shop class competition among similar shops at the nine navy yards which have similar organizations. For exam , all the shops at the Boston Navy Yard are in competition with each other , the local competition, and the machine shops at Boston, New York, Norfolk, ; l six other navy yards are in a shop class competition. The sftops at each station have acci dent expectancies varying from one in several years for the sail lofts, to two acci dents per month for shipfitters shops. The shops of each class at the time navy yards do not, however, vary greatly in accident expectancy. The individual shop accident expectancy has been ttsed m working out a fair competitive basis tor cadi accident prevention contest, repents are received each month from each of the stations (including the Philippine Islands), and awards will be made to the leading units la each group for improvement in die accident record. The shop competitions are believed to be largely responsible for reducing die average accident frequency at our 12 largest Stations from about Id m 1931 to 113 for the first six months <jf 1932. The all-navy accident frequencies for the last tour years are as follows: tor 1929. 193: tor 1930. 16J: for 1931. 15.1; and tor the first six months of 1932, 11.9. The average frequencies of the three groups* m the inter-station competition for the first half of 1932 were as follows: Group I (Navy Yards) 113; Group II (400 to IjOOO men) 13.0: Group III (less than 400 men) 15 0,, Tim is the re verse of preceding years. The accident frequencies of the leading navy yards for the first half of 1932 were: Norfolk 4J7; Mare Island &8; Portsmouth 7.6; and Boston 9J7. There were thirteen entries in the safety competition among- ship building firms for the year 1931. including eight navy yards. When arranged in the order of low frequency rates the navy yards took first, second, third, fifth, sixth, seventh, eighth and tenth places. Do Awards to Foremen Stimulate Good Accident Prevention Records? _ By t. w. PIPER Safety Engineer, Stone & Webster Engineering Corporation, PottsviUc, Penna. The speaker said in part: We have said repeatedly that the foreman holds the key pocitkm in safely, and it is through his teachings, methods, and his efforts that we can attain a good accident prevention record in the plant. This is possible through his position of leadership and his close contact with the working nan. Admittin#, then, that he is the key rout, it is reasonable and proper to admit that to stimulate his Interest, keep up his courage and move him to still greater efforts, an award in one form or another would be a moat effective and profitable thing. To say that awards should not be given to stimulate interest, would assume that they have no effect, or that the foreman is not important. And accident records will go sfap Bang to pieces, if you don't recognize just how important your foreman is. I find that the following kinds of awards are winning the favor of foremen and this means that they are successful: (1) encouragement and praise from super visors; (2) printed certificates, safety buttons, engraved and emblematic of the came; (3) trophies, loving cups, engraved; also merchandise such a& watches, charms, belts, docks, golf equipment, traveling bags, etc.; (4) money; and (5) smokers or parties. CoMtfj'ftrtton Section 187 The determining factor tor the kind of award to be given will depend entirely upon the Individual to whom it is to be given. Much careful thought and a study of the individual -to short, a knowledge of psychology--will be available in deter mining a suitable award and presenting it to foremen. Any of the afore-mentioned awards, I believe, would stimulate good safety records, but there ts also the question as to the length of time through which the award might act as a stimulant. For example, praise by superiors should be essential in all cases where the record is outstanding, or an effort Is made, but tliat alone is not lasting, for praise is good for tlie ears and creates inspiration and courage for only a short while. In general. I do not believe tint money is a good award, for man is a natural charing iumse for money and it has no lasting evidence. Give your foremen a certificate or diploma with his name engraved on It, or an engraved button or charm or watch or golf bag. and you have put into his hands something he can keep, something lie wifi look upon often and use and tt will forever be a reminder of his efforts and achievements rewarded. Awards should be given as often as the company sees fit to do it; and I might emphasize that this should be at very close intervals where the turnover of labor is high, for this means new timber to work on and more effort Is necessary on the foreman's part. For the large company, on award every month is not too often: and for the small company, an award every one or two or three mouths may do. By making awards regularly, this gives all foremen a uew chance to make efforts: and if the safety program provides for a competitive plan of awards, as it should, this contest idea will provide a still greater incentive among all concerned. The session closed with tire introduction of Fred M. Rossctand, Secretary Man ager of the Newark Safety Council, who briefly explained tire benefits obtained as a result of the construction foremen's safety training course conducted under auspices of the Council at Newark last winter. The class was composed of 130 men and proved to be one of the best undertakings of the Council. Mr. Homeland states that the throe principal reasons for the success of the class were: that die men were fully aware of the value of safety; that a definite program was prepared; and that the class had a real live safety booster tor cluinnan in the person of John Russell, Jr.., General Chairman of the Construction Section. THURSDAY AFTERNOON SESSION October 6, 1932 Preceding the regular session the delegates gathered at a Luncheon at which several manufacturing representatives were introduced by Chairman Russell, and displayed and explained the qualities of various types of safety shoes and also a steel truss ladder. Immediately after the Luncheon the regular session convened. Building: America's Roads Safely By THOMAS W. WALTON Comptroller, Henry W. Horst Company, Philadelphia, Pennsylvania The speaker said In part: In some states there are erected at particularly dan gerous highway crossings or curves white crosses, one for each fatal accident that has occurred at that spot. I have often thought that it is well for t)e comfort of those of us who have had to do with the construction of highways that there are not crosses of another color--red, perhaps--telling of other lives that have literally gone into the construction of the highway. But were we to place reminders of some type along the highways for all serious accident*, all lost-time accidents, let 188 Twenty-first Congress--National Safety Council us say, it would be an unfeeling contractor indeed who would not leave Lis car behind whenever possible to ride the rAils or take to the air. There arc jmt a few points which any organization should consider essentials: O) An experienced, dependable superintendent, clear of vision, free of Was, fair in all dealings: above all, considerate of his men; (2) simple but clean and ade quate headquarters where careful records arc kept, first-aid materials arc always on hand, and where first-aid ts freely administered with clean hands; (3) a re quirement that all injured persons report promptly for first aid; that field men report m triplicate on insurance forms every accident regardless of how minor; one copy goes to the insurance carrier, one to the home office of employer, and one to the field office files: (4) public liability and property damage coses re ported with the same care and with names and addresses of witnesses included; (5) a skilled mechanic who knows and keeps in proper repair all equipment; who does not wait for repents of evidence of needed repairs, but who examines all equip ment and allows none to he used that b not in first class condition. On small contracts this man can also look after small tools, explosives, etc., but he must be an unfailing, dependable mechanic. Safety must be m his blood. Secretary Samuel S. Lewis, of the State Highway Department of Pennsylvania, on talcing charge of his department, learned that there was little thought being given to the safety of the 30,000 workers coming under his care. Even though the State enforces consideration for safety in private Industrial organizations of any conse quence where such is rtot voluntarily given, there had been no safety organization and little consideration of safety regulations for protection of industrial workers applied to the State Highway Department, An examination of records revealed an appalling accident rate. Mr. Lewis, m setting about to remedy matters, found the same difficulties that are found elsewhere--only he found them harder to cope with than contractors do. for the reason that contractors have been longer on the job and their men are beginning to respond. For example, be found men so likely to disregard the use of goggles where needed that it was necessary to post a notice that anyone guilty of such neglect would be dismissed, and in case of accident be cause of neglect, the foreman or superintendent responsible must also go. All this goes to prove that, slow though it may seem, the leaven is at work m rite forces of the general contractors, arid hlxh though oar frequency tale may be. it is not nearly so high * where similar effort has not been expended. Let there be no let up--for both humanitarian and economic reasons--let the effort he redoubled. There is no place for discouragement fn our program. In tbe tmws of unusual shortage in construction work in general, nuiny con tractors who have never before built roads are seeking to enter the field. Natur ally. hazards, new to them sometimes., arise. Costs are increased. All have cut to the quick in preparing bids, and in carrying out the contracts one of the first temptations that they face is that of dirmnaling or at least reducing the safety program. We must be safety missionaries. We must tell these men ol the hazards. Tell them that. not only because they themselves are inexperienced in this line, unusual care must be exercised, but also because of the likelihood that in their employees on tl*e road job there are many men who have hardly had tools in their hands before. Formerly white collar men, they have turned to labor these days, and willing and teachable though they may be. and perhaps more efficient In the end than the average workman, they are for the time being awkward and easily injured. , Let us post the jobs well with the fine safety posters available these days. Let the men know we arc thinking safety--thinking it primarily for them. Gradually they will get into step. Let us impress upon the foremen and superintendents that they arc personalty responsible for the lives and limbs of the men under them. Example talks. Literature should be placed in the hands of men accompanied by a pleasant word, as it is passed out at the noon hour or some unhurn rng time. Let Construction Section 189 us show them our personal interest, and talk with them about the families ami children. Cooperation will grow. Accident Reports and How the Insurance Companies Use Them By W. A. DEARBORN Lumbermens Mutual Casualty Company, Boston, Massachusetts The speaker said in part: The price of progress is research. Research is also the price of safety, and safety in a word covers the whole subject assigned to me. Those who have searched out the facts tell us one person in every three hun dred in the United States can use a glass eye although wily one in five hundred is actually so equipped. That means 246,000 glass eyes in use in our country alone. It requires no research, however, to have us all aware that no one lias ever seen through a glass eye. Qur analysis shews the most frequent causes of construction accidents oc curring in the following dassications: 25 per cent, stepping on or striking against objects; 18 per cent, handling objects; 15 per cent, failing objects; 13 per cent, hills of persons; 10 per cent, flying particles in the eyes. Less than five per cent of all accidents studied could have been prevented through the use of additional mechanical safeguarding. Ninety-five per ce*>t could have been prevented by properly educating the workmen in safe practices, or In otltcr wends. Ijy insisting upon obedience to necessary rules for their own safety. But before we can expect to have careful workmen, we must have careful superintendents and foremen, those really interested In preventing accidents, wlso can and will study the peculiarities of their men and who will fit the men to live jobs and continually caution all against taking chances. The procedure of tire Lumbermens Mutual Casually Company, which has special ized in the insurance problems of the construction industry, may be considered as somewhat typical, and slvouW be of interest to those not intimately acquainted with this particular service. The first service contact with a new insured reveals to what extent the executives have supported real accident prevention programs am! the cooperation that may be expected. Their various projects are carefully In spected and the supervising personnel conferred with. Then begins the detailed service. . As typical of our procedure, to be limited or extended xs seems best for the indi vidual concern, according to size or lose ratio, let me trace the various steps taken, using the experience of a bona fide concern located hi the city of Buffalo. This construction company was erecting a Urge public building and its accident record has been selected to describe how an insurance company uses accident reports. In five months the force, starting with the genera! superintendent and a few'carpraters, erecting a two-story frame office building ard the tight, neatly palmed projecting board fence surrounding the job, had increased to about 350 expert con struction workers. A first-aid room with a registered nurse in constant attendance, was installed on tlx job. Safety posters were displayed at strategic places. A safety committee of foremen and workers was organized and safety meetings had been held each month. Safety slogan cards were issued to each employee in his pay envelope. Personal letters, addressed to the foremen by tlx executives, appealing for their full cooperation iu the safety program, were frequently issued. Each employee when issued his pay check had been given a booklet of Important information for his safety and had been called upon to sign his name as signifying he had read or had had read to him. its contents. 190 Twenty-first Congress--National Safely Council The abandoned buildin* on the site, comprishig a whole city block in area, in the heart of the buuncss diitrict, had been demoiiibed and the old material and rubbish had been trucked away. Steam shovels and a huge fleet of motor trucks had completed the excavation. Pile drivers had finished their work and taken home the /(Moot. limber pile*. Concrete pier footings lad been poured juid the massive foundation to enclose and support the 23-story bunding had been finished The Steel liven had set up their towering derricks and had placed the steel frame work up to the fifth floor level. The work had progressed without a serious accident and on the fifth month with all of the 350 men striving for safety, they completed a month without a lost-time accident. Happy was this crew when three cash prizes in gold, donated by the firm, were awarded at tlie monthly safety rally to tlie holders of the lucky number safety slogan cards. Thus a fine start on the record of two months without a lost-time accident had beet* made witen something happened. That day two st3 men were connecting an outside beam at the eighth floor level and ooe of them had succeeded m getting one bolt in the connection on fus end of the beam. The opposite end was about two inches low and live signal bell man was instructed to give the engineer a signal to "come up easy.1* This signal was properly given and the derrick started to raise the beam but it fooled on a column lug. But no signal was given the engineer to stop. The strain on the load caused the cable attached to the beam to part, allowing the unconnected end to drop. In this position the one bolt sheared off and the beam feU, Imrling one of these men clear of the column to the form work at tlie third floor where he sustained injuries which proved fatal. That **a chain is no stronger than its weakest link" is a true and oft repeated construction proverb. That it is truly a proverb is evidenced by this unfortunate accident. The chain of 349 careful, competent, responsible workers of various trades had broken. The beam had crashed, hurling ooe of them to his death when the 350th link parted, when be did not tiiiak in terms of safety in an emergency. Surely, everything possible had been done to safeguard the work and the roeu em ployed on it; but the chain broke; one Jink--the signal man--failed under the load. There Is a lesson in this sad occurrence we should all take home to ourselves. Most of us react properly to habits of care and caution when our own safety is concerned; but we should also realize the need, especially in emergencies, of fol lowing that biblical precept of assuming the responsibility of being our brother'* keeper. The ooe hopeful sign In this situation was tliai the 348 safety minded me chanics continued to make sure their new chain remained intact In 1930, with a force averaging about 450 employees, their lost-time accident record on this same job by months was as follows; January, none; February, ooe; March, none; April, ooe; May, three; June, one; July, none; August, one; Septem ber, five; October, none; November, four; and December, one. The complete cooperation prevailing between this firm and Its insurance com pany, and in fact every one of the 450 workers all down the line, which made pos sible this record of but 17 lost-time accidents in a whole year, (and four of those months with no-lost time accidents at all) should dearly indicate that safety pays big dividends and saves construction costs. ADJOURNMENT. TWENTY ~FIR$T ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Delivery, Taxicab and Bus Section Officers 1931-32 General CAotrmam---Ma*cus A, Dow, Greyhound Management Co-. Cleveland. Ohio. Vice-Chairman for Dclhvry Fleets--)- J- Zeitker, Commental Baking Co., New , York City. t I'kc-CksnrmoH for Taxicab Fleets--Be^jamix Samusls, Yellow Cab Co* Chicago. Vke-Ckmrmem lor Bus Fleets--Xioss X'atterkojc, Oklahoma Transportation Co* Oklahoma City, OWa. Secretary and News-Letter Editor--Rickarb LeohaM/, The Taxi Weekly, New York City. M, ChetirmeM Pester, Slides and Safety Kinks CorntnUtec--'H. V. Sciirbibbk, The Capital Traction Co., Washington, D. C. Chairmen Program Committee--E. R. Aunt, Vacuum Oil Co., Inc., New York Cty. Chairmm Publicity Committee--Austim W. Strqmskrg, Power Wagon, CJucaga Chapman Membership Committee--C, V. Weils, Pillsbary Flour Mill* Co* Min- Despoils, Mtao. Chairman Statistics end Contest Committee--K. E. Lvndstbadt, Bowman Dairy Co., Ifl. Chairman Engineering Committee--G, F. C. Tavlo*, Shell Eastern Petroleum Pro ducts, Inc* New York City. Members at Large-- Robert Clair, Liberty Mutual Insurance Co., Boston. Mass. A. A. Clarke, General Baking Co* New York City. . H. L. Cummtkcs, Yellow Cab Co., Richmond, Va. Dale Harmax, Yellow Cab Co., Kansas City, Mo. . T. A. HoutocKs, Minnesota Truck Owners Association, Muirreapoli*. Mum, H. A. Ixxess-Browx, Tlie Taxi Weekly, New York City. T. R. Jonxsox, United Parcel Service of New York, New York City. A. F. Waite, The Green Cab Co., Cleveland. Ohio. J. G. Williams, National Association of Taxicab Owners, Chicago, 111. MONDAY AFTERNOON SESSION October 3, 1932 For file record of tide joint scssfon with the Street and Highway Traffic Section, see the separate small volume containing these transaction*. 192 Twenty-first Congress--National Safety Council TUESDAY MORNING SESSION October 4, 1932 This session of the Delivery, Taxicab and Bus Section comened in the Wardman Park Hotel with General Chairman Marcus A- Dow, Greyhound Management Company, Cleveland, Ohio, presiding. Chairman Dow welcomed the delegates and congratulated the Section upon being able to hold its membership at full strength during the past year. In commenting on the Inter-Fleet Safety Contest, which was the first to be hchl by the Sectton, Mr. Dow stated that results were most interest ing and the accident reductions most encouraging; in fact, the commercial vehicles showed a 12 per cent decrease in accident records, which, no doubt, came as a re sult of the cooperation of the fleet operators. Mr. Dow congratulated them. Accident Experience in the Delivery, Taxicab & Bus Section During- 1931 By A B. LUNDSTEADT Chairman, Statistics Committee The speaker said in part: Although vehicle accident rates have been steadily climbing for several years, commercial vehicles "have not been responsible for these Urge increases. Nation-wide studies show that front 1927 to 1931 private passenger cars in fatal accidents increased 50 [*cr cent vrliiie the number of motor trucks in such accidents decreased 7 per cent. Buses dropped 12 per cent, and taxicabs 35 per cent during lliis period. These figures aie all the more striking when we note that motor tiuck registrations increased 19 per cent aod other motor vehicles only II per cent. Commercial vehicle operators have thus done a good safety job. The records of 150 of our own member* that have imported to Council Head quarters in each of the last two years show that personal and property damage accidents can be decreased. These fleets, with over 8*000 drivers, reduced the number of accidents per 100,003 miles operated by 12 per cent, and on the basis oi hours of operation, 14 per cent These fleet owners undoubtedly saved a substantial sum in accident costs. * Our tabulations show considerable differences in the degree 1 safety attained in the operation of different types of fleets. The accident frequency rate of over 2,360 motor bases, each traveling almost 40,000 miles during the year, was 5.62, which was slightly below the average for all types cl commercial trucks. Our informa tion on taxicabs is meager because we only have the experience of 86 drivers; the rate for these, however., was almost double the rate for motor buses and commercial trucks. The frequency of accidents involving horse drawn vehicles--14.35--exceeded the rate for any type of motor vehicle. Certain types of commercial trucks have great possibilities foe improvement in safety. Those engaged in the delivery of Ice and coal, for example, averaged 9.40 accidents per 100,000 vehicle miles, in comparison with 5.65 for all vehicles. Fleets operated by manufacturing plants, on the other hand, had the lowest rate, 2.98. Petroleum companies, public utilities, and dairies and bottling companies were ui*o below average, while fleets engaged in transfer, freighting and trucking, hakerio, department stores and laundries, need to give more attention to training and super vising tlieir drivers In safety. Our Section is comparatively young in the Council's organization. It is essential for us. individually and collectively, to get the right tart. For each member, this means, among other things, an accurate and standard method of keeping records of accidents. Safe practices pamphlet No. D-4 Ins been pubHslied for guidance on keeping accident records and is available to all members. Delivery, Taxicab and Bus Section 193 Presentation of Awards in the National Traffic Safety Contest By C. W. BERGQUIST President, National Safety Council The first fleet safety contest of the Delivery, Taxicab 4: Bus Section, said Mr. Bergqmst, has come up to the expectations of your sectional officers. There were 239 fleets competing on the mileage basis, their vehicles covering over !73,000,000 miles during the six months. They averaged only 3.17 accidents per 100.000 miles. In addition, there were 42 fleets competing on the hourly basis. These fleets operated 3,300.000 hours and averaged oolv 13.04 accidents per 100,000 hours. To making awards your committee has provided plaques (or fleets with 2$ or more vehicles and certificates for live smaller fleets. It is a pleasure to resent these awards. (The following is a list of the whiners of first place In each of the various divisions, one winner being indicated for large fleets and one for small fleets.} Public Utilities Division" The Oklahoma Gas & Electric Company. Their Okla homa Ctly operations won in the large fleet classification, am! their Sapulpa. Okla homa operations m the small classification. ' ^ City Bus Division: Large fleet winner, The City Transit Company. Cincinnati. Ohio. Small fleet winner. Coast Cities Railway Company. Allenhurst. New Jersey. Inier-City Bus Durations': The Greyhound Lines won first among large fleets with their Pittsburgh operations, aud among small fleets with tlwsir Cincinnati operation*. Cool oKsf ice Division: Large fleet winner, ScutlMtrn United Ice Company. Jack- sen, Mississippi. Small fleet winner, Kalney-Wood Coke Company Conslioltockcn, Pennsylvania. Petroleum Diviskm: Large fleet winner. Standard Oil Coinpanv of California (Sib Joaquin District). Small fleet winner, Mexican Petroleum Corporation (Texas and Virginia operations). Heavy Trucking Division: Large fleet winner. Coca Cola Bottling Company, of New York (Newark and Asbury Park operations). Small fleet winner. Hastings Truck Company, Kalamazoo, Michigan. Light Delivery Division: Large fleet winner. The Canton Repository. Canton. Ohio. Small fleet winner. American Society for Hie Prevention of Cruelty to Animals, New York City. ' Trmsjer and Storage Division: City Transfer Company, Honolulu. Hawaii. Dairies, Bakeries and Restaurants: Large fleet winner. Pie Bakeries. Ittc.. De troit, Michigan. Small fleet winner. Seven Baker Brothers, Steubenville, Ohio. Miscellaneous Manufocturing Division: Tubize ChatiUcm Corporation, Hopewell, Virginia. t Horse Droxou (-'chicles: Paine Lumber Company, Oshkosh, Wisconsin. * Successful Fleet Safety Work Without Special Personnel By MAJOR CHARLES H. RUTH Superintendent, The Evening Star Newspaper Company, Washington, D. C. The speaker said in part: One may be able to attain successful safety results in fleet operations without special persound, but do not be misled mto believing that results can be obtained without special effort. Our record in the past four months has convinced me that you cannot adopt a program, put it into successful operation, and sit back and enjoy watching it run smoothly. 194 T~vcnty-first Congress--ANational Soft'tv Council There ha* been a very great speeding up of all divisions of new spaper work dur ing the past few years. This speeding up has included ixt only the collection of news, and the priming of the news on tremendous presses which produce 1.000 papers per minute, but also extends to the circulation department which must maintain a comjmraUe pace in rushing the papers to our readers. This tendency to "step on it" hj* newspapers has been recognized by the insurance companies and they place newspaper delivery trucks in the same rate classification as fire engines and ambulances. They claim that newspaper trucks are an undesirable risk and in spite of the high rates the insurance companies do not seek this business. Wc do not believe that this indkrUncnt of the newspaper industry' is just but we do know that the insurance companies have made the basic rates for our property damage and public liabilities very high and these punitive rates aroused us to prove conclusively tint such rates should not apply to the "Star.** Although these rates still apply, we receive a merit rating as a result of our good experience that is giving us this year a reduction of 35 per cent ou property damage and 30 per cent on public liability premiums. 7n an effort to reduce our insurance premiums, the accident repairs to our trucks, and to have our chauffeurs drive safely and sanely, we began early in 1931 to give serious thought to these matters. After investigation we joined the National Safety Council about May 1. 1931. That, in order to learn what could be accomplished under their guidance, we went over our accident reports and mileage records for the preceding year. This record was 50 accidents. $3j03O paid by our insurance company in such chums, and 17 drivers without an accident, who during the year, drove 34Q.000 miles. This was a rather satisfactory performance, the result of some general safety measures already put in force; but after joining the National Safety Council we began a more active campaign for safety. The Council furnished large posters which were prominently displayed in the garage and in the driveway at ottr main building. Other pesters were placed semi- mocnhly on the instrument board of all newspaper owned cars. AH chauffeur* were furnished monthly with their booklet. 'The Safe Driver.** To insure that all our drivers should receive "The Safe Driver** we hod addressograph plates made con taining the name of each driver and his car number. Both the booklets and posters were then stamped with the addressograph plates, and the foreman in each garage aw personally that they were received by each driver. When we made the "Safe Driver" or "No-Accident Awards" in 1931 we photo graphed the group of drivers assembled in their working clothes. 'Realizing that in their working clolltes they were not an inspiring sight, we arranged to purchase Inexpensive uniforms. These uniforms knit them into an organization and they felt organized, that the actions of one. good or bad. reflected on the entire group, and tlijs developed that esprit dc corps so essential in group accomplishment. Our summer uniforms consist of one pair of trousers, two shirts, a cap and black leather bow tie. costing complete but $11- In the winter they wear corduroy breeches, black puttee*, black shoes, a corduroy^ jumper, a fleece lined short overcoat and corduroy caps, *Yhis entire outfit cost slightly over $20. I watch the atrtomcbflc section of the newspaper and other automobile literature passing over my desk and when articles appear on safe driving, traffic regulations, and automobile accident prevention we have them reprinted and distributed to our drivers. Articles of fierticular merit are mailed to their homes, where they receive closer attention. The safety engineer of out insurance company addresses our drivers once a month, recites the accidents of the previous month and explains bow they could have been prevented. Our circulation manager receives a copy of every accident report, personally discusses it with the driver involved, and takes such action as the circumstances warrant. In 70 per cent of our accidents our drivers are not responsible, nevertheless he constantly impresses on them that just because the other drivcT was at fault does not excuse him if he could have avoided the Delivery, Taxicab and Bits Section 195 aeodeut to x*x>d judgment and careful driving. Under some circutmiaucc* the driver ** given hi* choice of leaving our employ or paying fi>r a portion ot Ute repair* so xar equipment. The old alibi WO accidents was bud brakes. To eliminate this alibi, we instructed the driver* that we would uu lunger accept this excuse, that we did no? want them t* drive at any time with bad brakes ami that the moment they found ilscir brakes were tux perfect they sliould park and telephone the garage for a rejiair truck. At &r>t *e had quite a few telephone call* but alter a few weeks ilicy subsided and taw we have neither calls for spare trucks nor bad brake alibis. AH our wrdan deliveries operating on country circulation are governed to 40 mde* per boor which prevents speeding and naturally tends to redttce accidents as well as excessive wear on the equipment. Our .experience also indicates that some driver* are naturally careful and accident free, while others are prone to acchlents. F thi reason wc do not tolerate repeaters, nor do wc continue hi emptm ment anyuoe who has a serious accident which is the result of recklessness. We make quite an affair of our annual No-Accident Award*. All driver* arc present. They are congratulated hy the president of five company vrito presents the award*. The business manager and the local traffic director commend them. Pic ture? are taken of the group decorated, and framed copies are given to hang in their homes. News ankles and pictures appear in the paper mu) occasionally their record is commented upon editorially. We make quite an ado over these presenta- k exercise* and thereby engender a pride in achievement that creates live detirc to be among those present at the exercises next year. I have said that in accident prevention work >ou cannot adopt program, put it imo successful operation and then sit back and watch it run smoothly. I tried this and faffed. The year before last wc had 50 accidents which cost ow insurance company about $3,000. Last year we had but 16 accidents and our claim settlement* were only six hundred odd dollars. It was evident we had a good system working, so I let h work and I quit and turned to other matter*. But in Mav. the first month of this accident year, we had 8 accidents. lit June 6, in July 4. and in August 9. or a total of 28 in four months. It is true most of these accidents were very minor, 70 per cent were not the fault of our drivers. Ncvcrtlsekss. it proved conclusively that sustained effort is needed to obtain accident free performance. A study of our records indicates that for most of these accidents our part-time drivers, relatively new in the service, are responsible. The turnover in iba part time roan is quite large. Hereafter I expect to trace back their previous employment and question not only their employer but his insurance company as to the ssetv employee's accident prevention record. We should have done this !?fire hut the fart remains that we did not. How to Give the Worker Health, Happiness and Security By WALTER C. THEE Captain, Quartermaster Corps. U. S. Army, Sandy Hook, H. J. The speaker said in part: Practically 80 per cent of all accidents are due to lack of sufficient supervision and to improper methods used in handling men, accord ing to the expressed convictions of the members and guests of the National Safety Council who attended the Third Annual Greater New York Safety Conference. At a session on "Accident Facts in Promoting Safety Interests," held during this con ference. a statement was made that military methods for handling men and military discipline could not be used in a commercial organization; but I will attempt to show how commercial organizations can profit by adopting and applying modem methods used in the United States Army for handling men and securing discipline. 196 Twenty-first Congress--National Safety Council The speaker then said further in substance: Treatment accorded enlisted men in the United States Army is convincing proof that workmen thcicin--such as me chanics, electricians and the like--respond heartily to a positive system of super vision whereby discipline is maintained with such kindness, justice, and firmness that it creates gratitude and a noa-finanrial incentive that causes t)te men to endeavor to excell each other by doing good work. Mutual understanding between workmen and supervisors is thus generated; this, together with physical training, already has given health, happiness and a feeling of security to tltese men. In showing how these good results are applicable to commercial business and even to family life, the author considered in detail such subjects and phases of the problem as: discipline most be kind, just and firm; trained supervisors or teachers and leaders, not bosses; fear must be eliminated; physical training; what the army can give to commercial organizations; the science of human behavior; the positive (approval.) ami (he negative (disapproval) systems of supervision; the qualifications for a good executive; "work** considered as a Series of lessons; assured success and promotion; rum-financial means of incentive: reduction of labor turn over ; and how to give the worker a sense of security. The author asserts (hat un certainty is a major handicap to business today, for both executives and workers. WEDNESDAY MORNING SESSION October 5, 1932 State Regulation of Commercial Vehicles and Their Operators Sf HAROLD G. HOFFMAN New Jersey State Comnrmiooer of Motor Vehicle*, Trenton, N. J. The speaker said iu part: As a public official, I naturally am interested to see the highways put to the mOAt efficient use, to see that they are used safely, and to see that all citizens are given their full vested rights in them. You will find at the outset that no small part of the job i* to endeavor to bring into a common ground of understanding two groups such as the private motor car owner and commercial vehicle operator. For the most part they are using the same road for totally different purposes. With the one it is business; with the other usually pleasure. Add to this the fact that their vehicles are vastly dissimilar, and that their whole psychologic outlook is at variance, or seems to be at variance, and a small part of the problem is indicated. I think it only fair to point out that the National Automobile Chamber of Com merce has computed that while the commercial vehicle comprises only front II to 12 per cent of (he total, its share of the tax burden is 26 per cent. The volume of special taxes against (be commercial vehicle is about $290*000,000 as compared to $1,000.000.000 for the private Vehicle. There are in this company about 4,000,000 trucks and buses: about 23,000,000 passenger cars. Fleet operators have been markedly successful in impressing on their drivers the need for a more public spirited frame of rabid. They have taught the need for keeping wfcll over to the right-hand side of the road and of heeding the Horn of a motorist dotting to pass. As a result of this type of educational work, there has been a noticeable change for the better on the part of the truck and bus drivers. According to the National Safety Council's statistics, the record of the commercial oixrrators of the nation is far better than that for individual motorists. Many states are adopting or planning to ado;>t the recommendation of the United States Bureau of Public Roads that commercial vehicles be limited to a load of Delivery, Taxicab and Bus Section 197 9,000 pounds per wheel on balloon tires and 8,000 pounds per wheel on high pres sure tires. The Bureau wisely recommends that 96 Inches be the maximum width of motor vehicles, ami that 35 feet be llie maximum length of a single vehicle- A combination truck and trailer may be no longer than 65 feet. The importance of (his whole problem of commercial vehicle regulation and of the relationship of commercial vehicle operators to motor traffic generally, is hound to increase right along- The automotive commercial vehicle offers a tyjvc wf Transportation all its own. It has its specialized field in which it will serve on a broadening and increasingly efficient scale. With its growth Has come new re*ixx\ribilities. and in the future these responsibilities will be enhanced rather than dimin ished. At the same time the state and the owner of five private automobile both must take additional responsibilities, in their uwn relationships to the widening field of service of commercial vehicles. The state's responsibility is to set up sound and reasonable regulations to meet the new comfitiom: regulations which will safeguard the public generally and which, at the same time, will not prove harshly and unfairly restrictive and discriminatory This is a deep responsibility and gse that certainly has not been entirely met so far. In my opinion there should be rigid license requirements, permitting only thor oughly capable and efficient men to operate these vehicles. It is apparent that we are on the right path m this connection because the safety record of commercial vehicle operators is materially better limit that of private car operators. Another element iu this situation is the fact that it is to the interests of the owner of com mercial vehicles to employ only men who lave established good records It is costly business all around to entrust an expensive vehicle to a careless and reckless driver. It Is logical also that commercial vehicles should be subject to regular and rigid inspection; perhaps over and above that accorded to privately owned pas senger cars. This inspection should cover brakes and all equipment pertaining to the safe operation of fire vehicle. AD cl this, in the final analysts, will be quite as much to the interest of the commercial vehicle operator as In the interest of Hie public. Report of the Nominating Committee Chairman Dow at this point called for the report of the nounnatiim committee aid officers for the ensuing- year were elected as follows: General Chairman--Carroll V. Wells, FUIsbury Flour .Mills, Mitmeainrife. Min nesota. r'ffe-Ck-aiVmax /* DrhVrv Fleets--F. E, Taws, H. J. Heinz Co.. Filtsburglt, Fa. i 'ise-Cheinnan far Taxicab Fleets--3. S Greenberg, MaxweU-Davis, Inc,, Hartturd. Corm. J7<rr-Chairman f&r Bus Washington, D. C. Alexander Shapiro. Washington Rapid Transit Co., * Secretary end Xews-Lettcr Editor-^Richard Leonard, The Taxi Weekly, New York Crly. Poster Committee Chairman--Victor L. Nutley, Northwest Casualty CoH Seattle, Wash. Program Committee Chairmou--C. G. Hobart, Wieboldt Stores, Tuc.. Chicago, III. Publicity Committee Chairman--Chns. H. Ruth. Evening Star Newspaper Co., Washington, D. C. Membership Committee Chairman--B. C Skeen, City Ice Co. of Kansas City. Kansas City, Mo. Statistics Committee Chairman--A. E Luralsteadt, Bowman Dairy' Co,, Chicago, Itt. , . Engineering Committee Chairman--William E- Sanford, The United Electric Light & Power Company, New York City, 198 Twenty-first Congress--National Safety Council Members at Large--Robert Clair, Liberty Mutual Insurance Co., Boston, Mass.: H. L. Cummings. Yellow Cab Co., Richmond, Vsu; Marcus A. Dow, Greyhound Management Gx, Cleveland, Ohio; Dale Hannan, Yellow Cab Co., Kansas City, Mo.: T. A. Horrocks, Minnesota Truck Owners* Association, Minneapolis, Mina.: H. A. Inoess-Brown, The Taxi Weekly, New York City; T. R. Johnson, United Pared Service of New York, New York City; G- F. C. Taylor, Shell Eastern Petroleum Products, Inc., New York City; J. J. Zehner, Bakers Service Corpora tion, New York, N. Y. Safety Among Drivers in Scattered Fleets By CARROLL. V. WELLS Supervisor of Automotive Equipment. Pittsfeury Flour MBIs Company, Minneapolis, Minnesota The speaker said in part: As supervisor of the automotive, equipment operated by my company, H became apparent that our reported accidents were entirely too numerous. Many were of a very* serious nature, involving both personal injury and property damage. The problem was complicated, since our Beet operation is na tional in scope. Our 450 vehicles are operated in all the larger centers from Port land. Maine, to Portland, Oregon, down the west coast and across the Southern section, then as far north as the Canadian border.' It is a physical impossibility to contact these operators personally: therefore we bd to work out a plan to utilize the facilities of the automobile dealers, greasing stations, wheel service companies, etc. We devised a special "Safety Inspection Report** which the service man was re quired to. fill out carefully and turn over to each salesman showing any faulty condition of the car which came to his attention during his inspection. This report covered the following items in detail: foot brakes, tires, hand brakes, steering gear, wheel alignment, horn, windshield wipers, headlights, tail and stop lights, and rear view marror. By using this inspection report the driver was made to appreciate the necessity of the safety features, since those features are not Included in the ordinary rocchosucal inspectloo, of the car. The first item of this report deals with brakes. Wc all know the result when an emergency stop is required and the car is not able to stop. How many cars have good brakes all the time? The report also calls attention to the tires and these must be checked not only for air pressure but for general condition since good tires are important m safe operation. _ If wc have the facilities provided for stopping the car. we must also have facili ties for steering it. With present speeds the steering mechanism is- an exceedingly important part of the car. It Is probably safe to say that 90 per cent of the cars operating on the highways today have some defect in the steering mechanism. The wheel alignment has a direct bearing on tire wear also, therefore if w-e include tires m tltc inspection, we sttould also check tlve wlieel alignment. The number of lives saved try a timely toot of the horn could never be estimated. Our salesmen drivers are instructed to keep the horn in their cars in first class condition. It Is also needless to say that vision in driving an automobile Is neces sary at all tiroes. A car should never lie operated beyond the range of vision tinder any circumstances. Another important item concerns night driving. It is probable that fully 10 per cent of all cars driven on our highways have faulty headlights. The importance of maintaining headlights that will stand inspection and be up to the standards set by the authorities cannot be too strongly emphasized. In addition to the introduction of our special safety report wc were conducting a very direct educational program to our drivers, emphasizing the various phases of Deliveryt Taxicab aud Bits Section 199 accidents, how they occur and how to avoid them. The National Safety Council's booklet, "The Safe Driver/' is distributed to all of our men and is an important phase of the program. Supplementing 'The Safe Driver,*' we also have other bul letins put out at regular intervals, including posters and miscellaneous literature. The pride of our drivers in driving safely has also been stimulated through our house organ. `The PiUsbury Salesman." Each man in our sales department re ceives a copy of this magazine each month, and if he has had the misfortune to have an accident during the month prior, his name is published with others in the accident column- Much of our success has been due to a comparative summary cf accidents as set up in this magazine each month. In conclusion. I believe that a fleet manager can cut down accidents in a scat tered flee* by incorporating into his program the following: (1) Selecting equipment best suited for work to be done so as not to strain or overtax the specifications of tlve unit. (2) The units should have the necessary safety equipment required Sor their safe operation. (3) Periodica] inspection by dealers, service stations or other semi-personal contact every 60 days, on a special safety report, separate and distinct from a meenankal inspectloo report. (4) Systematic safety educational program furnished to the salesmen at regular intervals of two weeks. (5 Development of persona! pride in the salesman, hy keeping his record dear. Maintenance of the Motor Vehicle and Its Importance in Fleet Safety By H. W. SHAW Treasurer, Southern Dairies, Inc* Washington, D. C. The speaker said in part: I can best illustrate ray subject, doubtless, by first giving the experience of our company in accident prevention work. Although dur ing 1931 we had made an attempt to foetid in the minds of our employees the im portance of accident prevention work by a general educational plan, the accident record for that year showed 188 claims for a total of 813,497 among the 315 oper ating trucks of our organization. Five of these accidents, metudmg two collisions and three personal injury accidents to pedestrians, accounted! for $10583 of these claims. ` It was obvious that tins was expensive experience and it proved conclusively that more drastic plans would have to be adopted. . Briefly.^ let me sketch the various features of the accident prevention pkm we put in operation in 1932. At the meetings of our drivers we set before them the re sults of 1931, and sJlowed their part in the cost; pointing out that white the eomiwny carried the insurance they were penalized heavily by the effects of these acci dents. We explained in detail that we appreciated good work and depended on them to keep Soutliem Dairies* name before the public hi the right way--through courtesy, and that this year we would enforce the ruling established in 1931 of dismissing any driver found guilty of two chargeable accidents. Furthermore, if they did good work, we promised that their efforts would not go unnoticed. We made arrangements whereby any driver operating one of our trucks six consecutive months without a chargeable accident would be presented with a safety certificate bearing the signature of the president of our company: a driver operating a truck 12 consecutive months without a chargeable accident would be presented with a safety button. We are proud of the fact that our present records show 179 drivers who have Operated 6 months without a chargeable acci- 200 Twenty-first Congress--National Safety Council dent, and 101 driver* who have operated 12 months without % chargeable accident. We no longer accept excuses for avoidable accidents. Our records show that even with the best of drivers, disastrous accidents will occur if the trucks are not properly iMiettmed. In past years accidents occurred repeatedly due to faulty brakes, defective steering gears, broken headlights, etc., despite the fact that drivers were Instructed not to drive any trucks which were in need of repair. In oar 1932 safety plan, therefore, wc stressed the importance of the duties of the garage supervisor. It is his specific duty to inspect each truck daily before it leaves the garage. He is to make sure that brakes, steering gear, lights, etc. are in safe condition so tliat the truck will respond to the will of the driver in case of an emergency which might require the quick application of brakes. At some of our smaller plants where it was difficult to make our garage super visors realise the importance of making immediate rejwi'is, we had to reiterate instructions again and again. I believe they all appreciate tile fact now that there is nothing to be gained by postponing maintenance expense. This muney has to be spent sooner or later. Then why take x chance of the trucks becoming involved in an accident due to such defects? Our supervisor's report of accidents is another requirement that plays an im portant part in our accident prevention progrant. As soon as an accident occurs, the driver must report it to the garage supervisor, whose duty It is to be sure all the facts given are correct. Then be must make out his report of the accident, setting forth any unsafe practices that may have; been observed, or faulty equipment. He must also stale what steps have been taken to prevent a recurrence of a similar accident. The phycbotogkal effect of this report is most gratifying in making die supervisor very particular as to the maintenance of our trucks. Both the plant manager and the genera! office receive a copy of this report. It 3s obvious that the garage supervisor does not want his name brought before die Safety Committee too often. Maintaining a high standard of garage requirements is another factor that is worthy of consideration. If the garage is properly maintained, so that it is always in good condition, having proper lights, ventilation, modem tools, and equipment, it will naturally be an incentive to the garage supervisor to make bra motor equipment m Hkc condition, besides greatly facilitating Ms work. It will also `nave a good effect on the drivers when they lake their trucks in and out of the garage. Good housekeeping as pertains to the garage will also lessen fire hazards and injuries to employees. At each of our plants we lave organized safety committees which meet once a month. Among other things. it is the duty of this committee to investigate all automobile accidents. The drivers who were involved in accidents in the past months are called before the. committee. If the investigatioa divulges the fact that an accident was disc to carelessness on the pert of our driver, he is severely icpcwninded, and it is the doty of tite secretary of the Committee to write him a letter cautioning him that he will be dismissed if Involved in another chargeable accident * THURSDAY AFTERNOON SESSION . October 6, 1932 For the record of this joint session with delegates of the Food Section, see page 230 of this volume. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Electric Railway Section Officers 1931-32 General Ckairjnou--Samuto, H. Run. Bureau of Safety. Chicago, III. Vice'Chairmex--T. G. Brabstox, Binningham Electric Company, Birmingham, Ala. Paul Hodsok, East St. Louis and Suburban Railway Co., East St. Louis. III. Rai^jt C. Bvstx. Transit Mutual Insurance Company, Boston, Mass. Secretary--VJaltol J. McCarter, The Cleveland Railway Co.. Cleveland, Ohio. News-Letter Editor and Chairman Publicity Committee--Ray A. Fikck, Bureau of Safety, Chicago, IH. Chairman. Pester end Slides Committee--H. B. ScusjKibSR, Capital Traction Com pany, Washington, D. C. Chairmen* Program Committee--Georoe R. Whitmore, Illinois Power and Light Corporation, Peoria, 111. - Chairman Membership Committee---C P. Kvass, Indiana Electric Corporation, In dianapolis, Ind. Chairman Statistics and Engineering Cemmulee^A A- Ou>mu?, Wisconsin Powei and Light Company, Madison, WIs. Chairman Health Committee--Melvin W. Brumes, Chicago Rapid Transit Co., Chicago, III. Members at Large-- E. 3C Eastham, St. Louis Public Service Co., St. Loute, Mo. R- W. Emwchos', The Cleveland Railway Co., Cleveland, Ohio. G. T. Hellmutw, Chicago North Shore and Milwaukee Railroad Co., Chicago. Glekh H. Shaw, Ohio Edison Co., Akron, Ohio. TUESDAY AFTERNOON SESSION October 4, 1932 Preceding the regular session, delegates gathered at an informal luncheon. The regular session was opened In the Shorebam Hotel with General Chairman Samuel H. Reid, Bureau of Safety, Chicago, presiding. After welcoming the delegates, the Secretary, Walter J. McCarter, presented die reports of standing committees. Membership in the Seetirm is now 130 companies, which in view of present condi tions hi the industry, is a splendid representation. During tlie past year 450 safety posters have been issued by the National Safety Council suitable for the Section. General Chairman Reid then discussed the question "Are we attaining our ob jectives Y* He felt that results depended upon the point of view. Considered from the amount of actual accident reduction in the industry', the results have not been 201 202 Twenty-first Congress--National Safety Council entirely satisfactory. But even during these times many companies have intensified their accident prevention programs and have shown good redactions. Some com panies have curtailed their programs* and these are probably the companies which have raised average accident rates. The 'dnirman believed that it was unwise economy to curtail the accident program at the expense of increased accident costs. He pointed out, however, that there are intangible objectives in the safety move ment which arc quite important The fellowship, friendship, and the common pur poses expressed by the Serfion members in getting together have far reacluttg effects. Xo one who has attended a National Safety Congress ever goes away without increased knowledge and experience which better fit him for his accident prevention work. After paying a warm tribute to the cooperation of many members of the Sectkm who had participated in committee and other work during the past year, the chairman introduced the first speaker. ' v"Vr '3 c An Operating Executive's Views on Safety and Accident Prevention By R G. BURRS Vice President in Charge of Operations, Kansas City Public Service Co* Kansas City, Mo. The speaker said in part: T am, In this discussion, ignoring the more inspiring humanitarian motive in which any normal person is naturally interested. From a net income staodfwint we are vitally concerned with accident prevention. The injury and damage account can make the difference between success and failure in a transportation enterprise, especially in view of the narrow margin on which we operate. I will ask you to take for granted flat on our own property we have made a satisfactory reduction in accidents over a period of years. At the same time we have increased our over all speed and have been entirely one-tnan operated for five years. The same statement is true of practically every large property with which I am familiar. Important as plant safety is, we have a much heavier responsibility, both from the standpoint of our balance sheet and to the public we transport. For want of a better term, I am calling it "operating safety.- The electric railways and their bus affiliates carry let normal tunes fifteen billion passengers a year, and modern law makes them practically insurers of these passengers. Upon many thousands of car and bus operators rests, the immediate responsibility for the safe movement of these people. Upon the mechanical features of our vehicles, upon their inspection and maintenance, upon the selection, training and supervision of our operators <fepcnds the safety of our patrons. The continual job of the entire organization m to prevent those accidents that are really not accidental--accidents duetto defective track ami equipment, to un trained and unskilled men, to indifference, fatigue, overconfidence, day dreams, wrong habits. Accidents that spring from recognized and preventable causes are really not accideuts. They are tl>e probable and almost certain effect of definite causes. * Assuming the correction of mechanical and maintenance faults, we cocue next to another class of causes which can largely be corrected by generally recognized and proven methods. These are the troubles growing out of physical conditions. Pre vention in this class starts with the application of a prospective employee. Inter view and preliminary investigation weed out the apparently unfit. A rigid physical examination establishes physical fitness for the job. Such an examination sltoirid Electric Railway Section 203 include tests to establish muscular and nervous reaction, alertness and mental fitness tor the work. Training is next. It must be thorough and complete, and should cover sufficient time for teaching not only the essentials of the work but also good habits in per forming It. The dangerous time in an operator's development is for tlie first few months after he is assigned. He becomes overconfident and relaxes some of his early vigilance. His work habits have not yet become automatic. He needs steady ing, and a close follow-up in his training is needed to carry him over this period. We now come to the cause of 80 per cent of our operating accidents, the mental condition. Only a few years ago men were wont to regard the work of the indus trial psychologist as "hooey." But they soon learned that there was more work for the psychologist than for the physician. In many ways a mental defect is more serious than a physical one. It is not easily discovered and comes to the surface at a most inopportune time. A worried and distracted man is just as dangerous as a sick man, and be docs not always give any outward sign of his condition. Perfect eyesight means little if the mind behind the eye is not seeing. No man who 1$ worried and preoccupied is as safe as be would be otherwise. There is a direct connection between the sidle baby and an accident. Accidents are made at the breakfast table, by home conditions, and by many other factors not connected with the job. I am convince*! that the present economic disturbance is going to have an adverse effect ujion acci dent prevention. Short-time employment, reduced wages. Iocs of homes and savings do not mate for peace of mind and attention to job requirements. One of tlie most common of accident causes is indifference. Lack of interest, lack of incentive, bad habits of thinking, failure to follow Instructions and to obey rules all come under this head. Many accidents are caused by day dreaming, wool gatheiing, an unaccountable failure to attend to die details of the job. Either because of bad mental habits or because of distracting influences, men sometimes think so intently of other things that they fail to zee the danger ahead of them. Some of tine methods of counteracting these causes are grouped under so-called welfare plans. Insurance (life, accident and health), pensions, building and loan and savings institutions, small company loans for emergencies, and medical atten tion for employees and their families, to tome extent relieve worry and distress. Modem supervision presupposes close contacts between the employee and his imme diate superior, whose advice and help in crtical periods can often allay worry and fear. In Kansas City we are enthusiastic over our "participation plan" which has been in effect since January, 1931. Under it our employees receive 25 per cent of the net income of the company after fixed charges are paid. In otter words, they receive one-fourth of everything the stockholders ewn, and they are preferred over the actual owners since their receive their 25 per cent whether dividends arc declared or not. This money i invested in bonds of tte company at the present low prices* They are receiving a high interest return, and any increase m tte value will, of course, add to the value of their holdings. Up to August. 1932, the employees had received $118,335 as their share of tte net income. In that period there were purchased arid distributed $282,400 par value first mortgage bonds of the company. During 1931 this distribution amounted to three cents on each man's hourly wage. We have been surprized at the effective cooperation secured by this plan. We can say to the men, "For every dollar you can save by eliminating accidents, 25 cents is yours." And all over the property every man is urging his neighbor to greater effort. PubHc safety includes safety work in its relation to the public in tte streets, in the schools and in tte homes. We are interested in the home and the school because 204- Ttvcnty-first Congress--National Safety Council education is the foundation of accident prevention and training in safe ways cannot begin too early. It would be impossible to speak of public safety without a word for the local safety council. It offers a splendid field for public service to which outstanding citizens in many cities have given tbeir energies. In Kansas City, by sixteen years of splendid service our council has become an authority on safety .natters. It mokls and leads public opinion, and in its field of effort has the support of the leading organizations of lire city. As I see it, there is a tremendous task facing those interested in public safety, and one which wHJ require the best efforts andthe closest cooperation of safety bodies and enforcement agencies. I refer to the combination of gasoline and alcohol and the 25,000.000 motor vehicles operated by the American public. There will un doubtedly be some change m the present prohibition enactments. What these changes wiU be has not ye* been determined, but the effect, however, will he to make alcoholic beverages legally ai>d. ft is presumed. easily accessible. To my mtnd, it n not sufficient to say that we have the problem now, and that a change in the law will not increase it. We do have it. and on our properly there U never a 24-Ikww period in which we are not involved in an automobile accident with alcohol and gasoline are tlie chief ingredients. But 1 am convinced that our past and present experience will be no criterion to what is facing us, and the thought of every agency concerned will be needed in the solution of the problem. We as operators of transportation enterprises qwe a great debt to the Matronal Safety movement. It has not only inspired us to greater efforts, but it has done trial we could scarcely have done unaided--the education of the public. Discussion of Mr. Buffe's Paper By J. H. HANNA President, The Capital Traction Co., Washington. D. C. The sjseaker said in part: During the first twenty years in the history of electric railways efforts were principally exerted in stabilizing tiro engineering of tracks, car equipment, power houses, etc. Next the industry discovered its relation to the public and tlie necessity of taking its convenience and comfort into consideration Seventeen years ago, the American Electric Railway Association adopted a code of ethics, including the following; *Tbe first obligation of a Public Utility engaged in transportation is service to the public. The first essential of service is safety/' Since the adoption of this code conditions affecting mass transportation of pas sengers have greatly changed. They arc no longer a monopoly but must meet competition- Attractive service is The first essential of competition. CoosHJcraHon of safety as a prime requisite of service has mack a ride in a street car about the safest thing a man can do. The most compelling reason back of safety work is, of course, the humanitarian side. The economic benefits may be more readily seen and are, of course, more Important now for electric railways than ever before. Work in the past has de pended upon cooperation and it has consisted largely m enlisting the help of the operators with or without financial incentive. Relative advantages of these two systems are debatable but good results cannot be had without tiro enthusiastic sup port of the men. It has been found that while work on men collectively products excellent results, the best results can only be had by supplementing this work by individual effort on so-called accident prone men. For progress, it would seem to include the following; First, closer study of the individual and correction of his defects; second, the development of more adequate incentive for changes from time to time; third, another important angle, the promo tion of mere thorough public cooiKrattotu Electric Raihvay Section 205 Report of tbs Nominating Committee Tiro report of the nominating committee was called for and presented hv Melvin W. Bridges. Chicago Rapid Transit Company, and officers were elected for the Section as follows: General Chairman--Ralph C. Bush, Transit Mutual Insurance Co., Boston, Mass. Vice Chairmen--T. G. Brabston, Birmingham Electric Co., Birmingham, Ala.; Paul Hudson, East St. Louis & Suburban Railway Co, East St. Louis; George R. Whitmore, Illinois Power & light Corp., Peoria, 111, Secretary and News-Letter Editor--Ray A. Finch, Bureau of Safety, Chicago. III. Program Committee Chairman--11. V. Schreiber, Capital Traction Co., Wash ington, D. C. Membership Committee C^srirmaw--William Pasche, Chicago Surface Lines, Chi cago, 111. Engineering Committee Chairman--W. A. Brown, Tennessee Electric Power Co.. Nashville, Tennessee. Statistics Committee Chairman--E. E, Grover, The Columbia Railway, Power ft Light Co., Columbus, Ohio. %Members at Large: M. W. Bridges, Chicago Rapid Transit Co., Chicago. Illinois. E. K. Eastharn, St. Louis Public Service Co., St. Louts, Missouri. R. W. Emerson. The Cleveland Railway Co.. Cleveland, Ohio, G- T, Helhnuth, Chicago, North Shore & Milwaukee Railroad Company. Chicago, III.. H. M. Kcyser. Washington Railway & Electric Co,,, Washington, D. C. Samuel H. Reid. Bureau of Safely, Chicago. III., and G. H. Shaw, Ohio Edison Company, Akron, Ohio. * The Doctor in Industry ULvO Vv? :-a* ^ By ROBERT F. HYLAND. M. D., F. A. C. S. " Chief Surgeon, St Lotds Public Service Company, St Louis. Mo. The speaker said in part: As chief surgeon of tiro Public Service Company of St. Louis, with an employed personnel of approximately 5,000, X have an oppor tunity to observe closely the effects that may accrue from a close contact between tiro medical deportment and a large number of employees. We have a well organized mutual benefit association through which we have furnished service to tiro employee and tiro families of out married personnel. In tills respect wc have contacted a large number of family condition*. We have also obtained a deeper insight into the married personnel and in many instances benefited a particular worker. Wc learned early in our experience that it was economical to exercise a preventive vigilance over health. I feel that an intimate relationship between the medical department of an organization ami the employee and his family has resulted in a decrease in disability days. The importance of examination on employment no longer questioned. A cor poration^ handling a reasonably large personnel without a careful health scrutiny is undergoing a costly experiment. Many Industries conduct periodic examinations hi a haphazard manner and the question arises as to how cursory or how complete the conduct of an examination must be carried out. J believe that a careful physical examination can be carried out with reasonable economy. It must includ** urinalysis, blood pressure, a careful eye examination and all generally pertinent observations together with a survey for any obscure malady atid a careful medical history. ` The record - is now reviewed and the employee with Impaired findings or suggestive symptoms is further investigated, and Roentgen ray examination and other labora tory technic may now be carried out. In this manner only a small percentage receive the benefit of a very complete investigation, but we undoubtedly discover a considerable number of chronic diseases, particularly syphilis and tuberculosis. 206 Twenty-first Congress--National Safety Council only their jti&t rights or the property to which they believed they were lawfully entitled. But my opinion in that respect has altered. There are two classes of cases with which a corporation is confronted, those brought by employees and those by the public, and my reaction to each is quite different. At first blush, one would think that an employee would be entitled to more consideration than a stranger, but is he? Before suit is brought, yes, but afterward, no. I have yet to hear of a railroad or utility which did not take good care of its employee or resolve all honest doubts in his favor. But when he quits hts employment, and engages a lawyer, and files a suit, the war is on, so far as 1 am concerned, lor it has been my observation that he is trying to get something to which he is not entitled. . The victim of an accident w. in many instances, quite a different man or woman by the time he reaches the witness stand than he was when he left your premises. You knew that he had a bump on the head, a broken collar bone, or a broken leg. Based upon yor experience and that of your family, you believed that in the ordi nary course of events be would make a good recovery, but when lie has his mind on a lawsuit, an astonishing change lakes place in his condition. By the aid of his doctor and lawyer, a more or less trivial and casual accident Iras, strange to say. developed into a permanent injury. As a result nf & bump on ti*e head or a strained hack his eyesight is affected; he can't sleep at night; he can't lift objects; has dizzy spells, chronic indigestion, headaches, poor memory, anemia, myocarditis, arterio-srhlerosis, and a dislocated fourth lumbar vertebra; or, if it be a woman whose 4-inch heel caught on the the tread of your step and turned her ankle, she has traumatic neurasthenia in all its phases; ankylosis of the joints: can no longer wash the dishes as she used to: no longer docs the family waslwwg, which she probably never did; has lost 25 pounds fa weight from her normal 1ft) pounds, and for the rest of her days will enjoy poor health and incipient lunacy. These statements are no mere exaggeration but conditions which actually confront the lawyer for the defense in at least SO per cent of his cases. What, under such circumstances. can or should the lawyer do except to trust to the common souse of the jury or the court? I have no hesitation in saying that an honest, straight forward. lord hitting trial of die client's case is the best strategy. Sham and hypocrisy are seldom lead horses m the courtroom race. The easiest opponent is he who would deceive a jury as to the facts and the court as to the law. Justice rs tike object of all legal procedure ami no result can be just which is attained by insincere and dishonest methods. That may well be left to the plaintiff's case where it is most often found. THURSDAY MORNING SESSION October 6, 1932 Y " The Relationship Between the Claim Department and the Safety Department By J. W. GILTNBR Chief Claim Agent, Perm-Ohio System, Youngstown, Ohio The speaker said in part: It seems to me tlut the purpose of the safety depart ment can well be compared to the purpose of the modern physician who seeks to establish and maintain normal health in his community. In a large measure he is successful but in most cases his efforts are of no avail and the services of the mortician and the administrator are required. In this analogy it follows that in the claim department are combined the func- Elcciric Railway Section 209 don* of the mortician and the administrator. It may have counseled with the safety department in that department's administration but it was not active in the efforts to prevent the casualty. Its specific duty is not that of preventing accidents: it is that of handling accidents that have occurred. When a disastrous casualty docs overtake the industry, accompanied by death, injury and property damage, on every tongue are the questions: How many arc dead, how serious are the injuries, how much is the property loss, and whowas to blame? With screaming headlines the press broadcasts the horrors ofthe tragedy and the entire community is aroused. At this point the claim department now steps in and takes charge of this none toocheerful situation and begins its duty of rendering assistance and of ascertaining answers to those questions. Its medical men undertake the care of the injured in the hospital or in the homes; its investigators contact with the injured arid those who saw or have knowledge of the occurrence, and secure and record the facts; Its adjusters undertake a settle ment of those cases which merit adjustment; the clerks in the office, with meticulous care, undertake the making of records and the filing of papers, etc. If the case is one for adjustment, the claim department appraises its value in the open market. Ami with no other commodity does one find so variable a mar ket. No standard of value has ever been fixed for broken boots, for strained ligaments, for shattered nerves or for pain and suffering, to their possessors the value usually seems enormous. Tc- the hy-xtanderj t is as variable as their number. The only body who can fix a legal value on a claim is the jury and even from its decision appeal may be taken. Oftentimes the claim department would much prefer to deal with the lawyer than the claimant. lie usually knows tlie value of hi# case. It is a pleasure to work with honest and honorable lawyers. With them few difficulties arc en countered. But what has all this to do with the relationship between the claim department and the safety department? Just this. From the moment an accident is about to Happen, the operator of the bus or street car is in the limelight. Everything he does, says or is, influences the final outcome -of the case. If he reflects his training received at the knee of the safety department, our difficulties are few. If be does not, they are multiplied. Let us take the case of the former--the safety department's careful and effective training of the operator of a street car or bus has developed a man who drives safely and makes no mistakes, and it then follows that even if an accident did occur, it was not his fault, but it was entirely due to the carelessness of the injured part}'. It has developed a man who at tHe time of the accident and during the few minutes spent at the scene, so conducted himself that he commanded the respect and goodwill of everyone who observed him and created in them a desire to testify that he was entirely free from fault, giving good and substantial reasons therefor. It was not even necessary for him to ask them for their names and addresses, they saw to it that he took them. On everyone of your properties are operators who consistently report the names of every witness. But in contrast--you have others who consistently report that none of the wit nesses would give their names. The trouble in the latter case ts ail the conduct of these operators. They lack care in operation, they lack courtesy, they lack sym pathy for those who have suffered injury or loss, they lack-ability to guard their tongue, they lack interest in their work, they lack the knack of making people like them, they lade the ability 1o deliver in a crisis They may be excellent fair weather operators, but in our business it sometimes rains. And further, the safety department has developed a man who can take ibe witness choir and qualify in truth aud in fact as an expert and con explain to the court and jury not only in a general way how the accident happened, hut in detail as well He is confident of speeds, distances, directors, and particularly does he know and 210 Twenty-first Congress--.National Safety Council cat) he tell all about the mechanic; of his street car, and also the gauge of the track k runs oo. He knows the length and width of his car or bus, its weight, all about its controller and braking equipment, and just what he did with all these things in his unsuccessful effort to prevent the accident he is there to explain. He sits straight in the witness chair and talks to the jury m a friendly sort of way. The jury instinctively is drawn to him and be gains their confidence. But again in contrast, comes the picture of an operator in die witness chair untrained by the safety department and his position is too tragic to paint Imagine hun on the witness stand wholly unable to give details just described. It is not that the gauge of the track had anything to do with the accident, but just try to convince the jury that that motorman knew his business, operated carefully, and was in truth an expert, when he answers in cross examination that the gauge of the track was eight feet, or again that his city car was 75 feet long. These are the very tools with which he has earned bis bread and butter for many years and he is not acquainted with them. The jury, of course, will conclude that he is-- In common parlance--a dumbbell and, therefore, operated like a dumbbell, and the fault must have been his. In my judgment, it Is in this careful training of operators that the safety depart ment renders Its greatest service to the claim department and therefore to the Industry. But it is not enough to leach them the mechanics of these naturally dangerous units, which they drive through crowded thoroughfares: how to start and stop them without jerk, jar or unusual motion, how to safely handle this costly equipment: they must also be taught to handle wisely those most tempermental of alt God's creations--human beings, and in their worst moods. Many are the real injuries that have been forgotten only because the operator was courteous, kind, sympathetic and helpful at the time of the accident. Oh the other liand. our files are full of costly releases only because the operator lacked all the qualities just enumerated. Your success in the training of employees along this line has been marked, but there Is yet much room for further progress and I would urge you to still greater efforts In this direction. Another relationship between the two departments Is In their Interchange of statis tical data. Reports from the claim department advise the safety department what classes of accidents are occurring too frequently.. They are weather indicators and locate the storm centers. They point out the type of accident to which correc tive measures should be quickly applied. Likewise, data developed by Uie safety department are in a measure a guide for die claim department, which Is In constant competition, not only with claim departments on other properties, but with its own previous records. In short, the records of either department are open for the use of the other. Another relationship is found In their cooperation In the matter of chargeable and non-chargeable accidents. -Certainly no operator should be charged with an accident for which he was absolutely in no way responsible--and dlls goes for the shop, track and linemen as well. In most cases the reports made by the operators are sufficient for classification, but in every month a few cases are found beyond the borderline. Our companies 'feel that great care should be taken to determine this matter without injustice to the operator. Still another relationship is that found in the cooperation of the two departments working in conjunction with the operating and stock: departments on safety features, and new equipment to be purchased, or on changes to the old. Since the view point of each department is different, certainly the greatest good for the greatest number can be secured by a frank discussion of these features. Nor need this frank di*euasen be confined alone to equipment. Its value Is just as great in any other contemplated change In conduct of our business or transportation in which safe methods of operation (day a part. Electric Raihvay Section 211 Discussion of Mr. Giltner's Paper By MELVIN W. BRIDGES Safety Engineer. Chicago Rapid Transit Co., Chicago jlP* `v The speaker said in part: As safety men, we have worked with our claim de partment with considerable success. This success has been dependent upon the measure of cooperation that each department has shown with the other's aims and methods. We have all beard of the safety man who coukl never get anything from his claim department regarding accidents and who could not sec why that department spent so much money in settlements. Again, we have a committee of a large organization appointed as a safety committee and made up of the majority of daim mat, who render a report that accident prevention is not a part of die claim department work and recommending tint the claim men leave accident prevention severely alone and attend strictly to their own business of handling claims. In neither of the above cases nor in many similar cases, do we find that rooi>erativq spirit that is so necessary to true accident prevention work. Where the greatest progress has been made in the prevention of accidents, the safety man has the whole-hearted cooperation of not only the claim department, but of every department, and every facility is accorded him so that through the prevention of accidents the operating expense may be decreased and the efficiency of the operation increased. There has never been a time since the establishment of our safety department when efficiency and results have been demanded of 'the safety man as during the present economic condition. At a time when reduction of forces, operating expense, and overhead, are the principal topics of interest in meetings of executives, when a very careful analysis is being made of every item of expense to the end that all unnecessary expense may be eliminated, the question of the work of the safety engineer is In the balance with many firms. In many corporations, the department of safety is the junior or last organized unit of the firm. In many cases, in the analysis of departments, it will be one of the first to be considered when reduction is necessary. It is to be remembered that the executive Is looking at the figures denoting financial loss and is seeking to reduce this figure to a minimum, Tims it behooves the safety engineer to use the gray matter under his hat to the end that the cause of all accideuts in the plant may be determined and future accidents and the exgtense incident thereto be eliminated before the safety engineer himself Is divorced from the payroll. The claim department of a railroad Is concerned in the settlement of claims for property damage; why then should not the safety department also be interested In the prevention of expense due to accidents and their resulting property damage? An Accident Prevention Program and Its Results By WILLIAM PASCHE Supervisor of Accident Prevention, Chicago Surface Liaci, Chicago Mr. Pasche said that he was very much afraid to talk became he might be tripped up, and especially he would not prepare a paper. He said that all accident prevention programs ore about the same. They all strive to get the rood man's Interest. From practical experience lie knows that men have been talked to plenty in a general way and about specific accidents, but train men generally know very Httle about their complete work records. 212 Twenty-first Congress--Notional Safety Council The Chicago Surface Lines' methods have gotten very debate results. The peak of accidents was reached in 1926. Organized work liad been in progress for about three years. This had consisted very largely of inspirational talks. Then they struck the id* of chargeable and non-chargeahle accidents. At first only a small group had faith in the feasibility of charging accidents against the records of individuals, hut they stuck to it and got a real reduction in accidents. This reduc tion amounted to 16 per cent tn 1930. to 7 per cent in 1931, and to 10 per cent in 1932. Not a day goes by that some train man doesn't come m to discuss U>c charge- ability of an accident against his record. When his record is analyzed with him it is found that he doesn't know what is written on this record. The instruction of the division superintendent has not been completely effective. The accident depart ment constantly checks bock on the man's record and sends a summary to the Transportation Department. Each accident is broken down by a. line with 13 dif ferent classifications of vehicle collisions. Tlicre has been a gratifying reduction hi car collisions. Mr. Pasctoe feds that when there arc many protecting devices the men sometimes become over confident. Our job has been to bring home to the train men the necessity for caution and care at all times, regardless of the mechanical protection devices that may have been Installed. An Accident Prevention Program and Its Results By H. F. WEBB Camera! Safety Director, West Perm Electric Company, Pittsburgh, Pnmiylvaaii The speaker said in part: If there is any one particular class of men who should give the safety movement enthusiastic support and study, it is electric railway transportation, track and shop men. The extent to which safety Is prac ticed may directly affect the success or failure of the company. Every employee should be brought to realize the value of operating without accidents, for the lesser number of accidents, die larger the earnings, and the better Is the employer able l> treat ht* ***^4oyee*.. In seeking to ctnplasize the value of safety education, a brief outline of the efforts of the \Vt Perns Railways Company, Pittsburgh, Pennsylvania la the prevention of acridcwu may be found of Interest. First, in tiic matter of engaging train men, great care is exercised. Following the acceptance of his application for employment, this new employee is placed ou the ears to learn the operation under a trained instructor. He is given a rule book and other necessary data, all of which must be studied to the last letter. Lack of knowledge of these rules Is no paint in his favor m case of violation. The next important step in his education has been to Implant safety thoughts through a continuous plan of advertisement. This plan has taken the following forms: (1) Accident Prevention Contest based on divisional reduction in severity rates for the current year as compared to the average rates of the past five years, has placed the winning of the trophies entirely up to the individual divisions as each division works against its own past experience. This contest has aroused a com petitive spirit mainly among the key men of the organization, and has been produc tive of increased operation and results. (21 Xo Accident Campaigns call feu* the design of Individual campaign boards having direct atp!ication to the work of each division. These campaigns are destined for stimulation of competitive interest among forces of men and arc so arranged as to obtain the objective within a short period of time. Electric Railway Section 213 (3) Xo-Accident Award was created for the rewarding of employee* who Imve contributed to successful "no-accident" records. This award, hi the form of a watch fob, has met with great favor among all employees and lias acted as a desirable stimulus In the reduction of accidents. (-4) Safc-T-Valve, a small home-made magazine, photo printed on letter-size paper and containing current safety news, illustrated by cartoons, ha* mink a decisive hit with all superintendents and foremen. - (5) Safe-T-Gram, a message blank similar to regulation telegram form, was concerted for particular use in transmitting short safety memoranda to the key men of out' organization* (6) Loyal Order of Safety Boosters, a safety dub, was dev doped with the set purpose of securing signed pledges from 15(H) employees all of whom pledged tlictn- selves to work safely. This (dan was designed to spread over the forces in an cud less chain fashion, and during: the period of operation only 22 member* were recorded as having violated their pledge to the extent of suffering accidental in juries. (7) S&fety-Dollar, plan comprised the distribution of 13 numbered in serial sets of paper, taking the form and size of a dollar bill. Every employee received a Safety dollar with each pay for thirteen consecutive pays, and was urged to save a complete set for the purpose of winning cash prizes offered to those holding lucky numbers. (8) No-Accident Month Calendar was designed for a selected campaign period only and each daily sheet on the calendar period carried a different slogan. The calendar pod was stapled top and bottom with the purpose of causing an expectancy on the part of tlie employee as to the slogan for the following day. (9) Safety Pendants awarded to railway shops and other departments Itavirg a large number of employees for ninety-day records without a lost-lime accident has acted as an additional stimulus. A gold star is added to the flag for the accom- pUshroeat of each record. 10) Special Educational Campaign forms a continuous part of the program and is conducted in the form of open-air and Indoor safety rally* with capable st>cakcr*, motion pictures, and other entertainment. (11) Safety lecture Courses sponsored by the Western Pennsylvania Safety Council, and financed by member companies, prove a valuable help in our safety program. These schools always draw good attendance from our employees, many of whom graduate and receive diplomas. (12) Safety Suggestion Plan, formulated for the purpose of stimulating addi tional safety interest among the forces, brought some excellent ideas in the way of mechanical safety devices, j>o*ters, slogans, rules, etc. and originators of prize winning suggestions were suitably rewarded. (13) Safety Inspections of the physical properties, company and personal work ing tods, motor vehicles, etc. form an invaluable part of our continuous program. This inspection work is done by attaches of the safety department, all of >vhom have passed through an intensive course of special training. It is the work of these trained safety inspectors to solicit and obtain t'*e cooperation and goodwill of all departments and employees- The maintenance of friendly relations with all em ployees through personal contact is the real backbone of our safety organization. The results obtained from this continuous accident prevention program of the West Penn Railways Company properties over a period of years, beginning with the start of organized safety work in 1924, Indicate that this company has accom plished an 87 per cent reduction in lost-time injuries to employees, and 81 per cent reduction in frequency rates, and a 97 per cent reduction in severity rates. A 93 per cent reduction in compensation costs has followed this downward trend Although the car miles operated have remained practically constant, public accidents 214 Twenty-first Congress--National Safely Council *l4nra noteworthy decline which m turn is reflected by An 85 per cent decrease m their cota FRIDAY MORNING SESSION October 7, 1932 Accident Statistics and Costs By CHARLES L. CARR Cmot) SSciter, Yamtria Chy Pnbtic Service Co, city. Mo. Thr <4aakrr. arftrr tfcniing i some knght. difficult** met with so tl*r avaiUlAr sccdca report form* need by transportation eoaupames, and * j*c <4 their sbortcuanangs* continued ha port as follows: It if. my though* that when accident infocination is requested. whether it be by the Kattond Safety CcnodL the Anacrkait Electric Railway Aauecnioii, rehtted association*. or by the respective railway companies, it Is necessary in order to cnm-cy an accurate picture to include both accident statistics and accident costs. It is true that the Xatknal Safety Council lays primary emphasis on the number 4 accident* and the number of persona killed or injured: m short, measwtos the ^rridrat loss by the coffering and disabilities of human being*. It t5 also perhaps true that industry' in general lays particular stress on the accident costs: in short, measures the accident loss by the monetary expenditure. Yet it most be admitted ihat ido safety program can be very effective unless the loss in dollars pointed out. and ftu industry can curtail accident costs without taking into Tfftwit the human dement: without an earnest endeavor on its part and through the eooperatiixi of its employees and others to lessen the accident toll os humanity. The proposed form "Uniform Electric Railway Accident Statistics'* that l am today submitting for consideration was prepared with the above ideas hi mind. The jiroposcd form contains nine main divisions as follows; (1) Operating Statistics; (2) Injuries to Others than Employees; (3) Number of Accidents Resulting in Property Damage Only; <41 Types of Accidents; (5) Summary" Report of Industrial Injuries; (6) Claims--Costs; (7) Lawsuits--Costs; (8) Expenditures: (9) I and D statistics--Adjusted. In divisions 1 to 4 both inclusive, I have adopted and incorporated with my changes and additions the suggestiofts of W. D. Keefer, Director, Industrial Divi sion, National Safety Council, and the substance of the accident form adopted by tins Section last year. Division 5 includes verbatim "The summary report of industrial injuries** at present used hy the National Safety Council. Divisions 6 to 9, both inclusive, .with regard to cost* and expenditure*, incorporate m part the form adopted last year by this Section and in addition the prior form that I prepared with respect to Electric Railway Occidents. The material contained in the form adopted hy the Section last year, therefore, has not been discarded but has been included 5r the proposed form, together with additional requests for information .concerning accident costs, adjusted expenditures and proper bases for making comparisons. I believe that this proposed form for reporting accident statistics and costa gives a full and complete picture of the accident situation of a given property, acords proper bases for comparison of different companies, and calls for data which, when obtained and analyzed, will in turn result in increased activity to prevent and reduce accidents. Electric Railway Sec!ion 215 Discowiwi: In the discussion of Mr. Carr's suggestions it was felt that Sections' 1 to 5 of the proposed form were entirely acceptable, but it was questioned whetlwr an accident prevention, department had any necessity for Sections 7, 8 and 9, although the information is very important to the individual company. It was felt that thec sections should be referred to the Executive Committee for its consideration. Safety Education of New and Old Employees By RAY A. FINCH Bureau of Safety, Chicago The speaker said in part: The instructions proposed here should he given hy the safety director, educational director, or some other properly qualified person. The instructions apply to applicants for employment in all departments and should be given after the applicant has successfully passed the physical examination and aatt other pccilmmary requirements, but before he has been accepted as an employee, tm addkfoo to the wholly new men, there should be present at these, meetings ckl rtplnjriifi who will later be called upon to give the new men specific jr*h instruc tion and training. One o! the features of this plan is that it provides a metliod of keeping before die older employees company policies regarding accident and fire prevention. After aa introduction of those present, and exchanging pleasantries to make the new max fed at ease, tlie object of tl>e meeting will be announced. The subject. "Proper Safety 1attractions," should then be written across the top of a blackboard by the leader, who should explain that proper instructions can be divided, for the purpose of this meeting, into general instructions and specific job instructions. Two columns are beaded up in such manner on the blackboard. The leader should then make the statement, or draw it from the older employees in his audience, through proper questioning, that general instructions should be given before applicants arc accepted for employment, so that the men will know the characteristics of the job and policy of the company and know* whether or not they wish to accept the work under such conditions. After explaining that specific job instructions must be given on the job, no fur ther attention need be given that ishase of instruction at this meeting. The leader should, by questioning employees within the group, proceed tn the next step tc develop what general instructions should be given. The important points should he briefed and entered upon the blackboard and there developed, so that they may be mm as well as heard by both prospective and actual employees. Although the order in which the points are offered and developed is of no ma terial importance, the following outline represents, more or less, How these points were developed during 50 such conferences with employees: (1) Explain company policy regarding aeddent and fire prevention work. 'What is company policy? (a) Company maintains safety department to assist in safety work, (b) Man agement attempts to keep property in safe condition, (c) Company furnishes safety protective equipment and safety devices, (d) Want only. safe-minded employees, (e) Company expects proper supervision of work and workmen. CO" Manage ment has provided and maintains an active safety organization, (g) Safety director spends full time assisting us to prevent accidents. (h> Safety meetings provided for all employees, (i) All employees must attend and take part in safety meetings. (2) Give applicant a rule hook or show where rules and regulations are posted. Tell hhn they must be studied and complied with. Explain that rule* are for the protection oC all, that they are based on pas* experiences and are for his protection and guidance. Tell him that periodic examinations on rules are held which he 216 Twenty-first Congress--National Safety Council will be expected to pass with satisfactory grades. Tell him that, where necessary, rules will be enforced but that company prefers employees who will voluntarily comply with the rules. (3) Company furnishes protective equipment and safety appliances, (a) Richer gloves, fuse pullers, goggles, line hose and blankets. Fusees and flagging equip ment, warning flags, torches and barriers, gas masks, machine guards, etc. Location ad use of this equipment should be explained to the new man. Defects peculiar to each piece of equipment and the best method of inspecting the equipment should be explained. f4) Should explain to the new man use of first-aid kits and the importance and necessity for first-aid in treatment of all minor injuries. Should show him where first-aid supplies are located. Should explain briefly the use of each article in the first-aid kit. * (5) Should show location and explain use and method of operating fire ex tinguishers on the property. The group should be questioned concerning this equip ment. its use and method of operation. (<S) The new employee should be informed that a complete report should be made of accidents that occur. Why a detailed report is required by the safety department and by the claims department should be explained. A copy of each acci dent report form used by the company should be discussed with the new men. In the conclusions drawn at the end of each of these conferences the leader should point out that as such instructions arc important to tlie new man, it is im portant that they he frequently reviewed with old employees. Frequently in con ducting meetings of this character rt has been determined that some old employees do not understand tlic proper use of fire extinguishers, cannot state clearly the company policies concerning safety, are of the ojnrnon the noly reason for requiring a report of accidents Is to protect the company from false claims, lave never been instructed in tli-e proper use of gas masks, or ofher equipment they may be called upon to use in some emergency. There are scarcely any objections to this plan that cannot be solved. Recently in a lu ge ice company an objection was offered to that part of the plan which required this instruction to be given before the applicant was accepted on the gteuaids that often because of sodden changes in the weather at the beginning of the kc season, additional Help was weeded immediately. The difficulty was solved by the general manager requiring the plant superintendents to develop a "waiting list"--employees who Had been instructed by the safety director and might be called when eeeded. While this conference method may not fit all condition* and circum stances m the electric railway industry, it is quite ftrobable that this plan may he used with such modifications as may be necessary and thus reduce the number Kit accidents due to lack of proper instructions. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Food Section Officers 1931-32 General Chairman--W. A. Svluvas, Loose-Wiles Biscuit Company. Kansas City. Mo. Cite-Chairman (Membership)--IIexry J Mtvp.ua, The Borden Combin', New York City. , Secretary &- Nws-LHter Jsrfmu--M. E Houskb, B/G Sandwich Shops. Chicagu. Oil. ` CW/MdN Program CoMoutice- V. E, Proutv.. Aetna Life Insurance Co . Hew York City. . Chairman Paster Committee--'Thom** SnwwiirAW, Wagner-Taylor 0~ Philadelphia, r. Cfmirmmi Statistics Committn--J. j. Zr.tTSr,E. Continental Bakins Co , Me. York City. Chairman Enptncerhtff 6r PnUictiy--h J Lyon*, John F. Jelke Co Chicago, III Exectttive Committee--The Officers and Will Coord*. Executive Offices. Stevens Hotel, Chicago, 111. Alexavto* Drcxsr. The National Sugar Refining Co.. Long Island City, N- Y. Fraxk A. Hassb, Coro Products Refining Go.. Chicago,, III. Verst D. Suttok, Fostura Company, Inc., Battle Creek, Mich. Erkrst D. Fowls*. Americas Hotel, Allentown. Pa. Rorert E. Day, Kellogg Co,, Battle Creek. Midi. R, W Upshaw. Anlicuser-Busch.. Inc.. St. l.wni. Mo. TUESDAY MORNING SESSION October 4, 1932 The first session of the Food Section convened in the Wardman Park Hotel, with General Chairman Will A. Sullivan presiding. Chairman Sullivan welcomed the delegates, and then introduced the first speaker. Common Sense Accident Prevention By GLENN L. GARDINER Assistant to the President, Forstman-Woolen Gcl, Pasaalc, N. J. Common sense, said the speaker, is often found to be an uncommon faculty. A study of the causes back of the majority of accidents proves rather conclusively that common sense is uncommon. He cited a striking group of accidents all of which had been foolishly caused. He then said in part: 217 218 Twenty-first Congress--National Safety Council Accident prcvcnti.n. should not be regarded as a side shots in charge of a tallrhoo artist. In the past some companies have appointed safety engineers who feit that their functions consisted hi carryin* on a swarm oC activities designed to arouse and sustain interest tn accident prevention. Very often the rest of the organisation leaned back and assumed the altitude ` let George do it." I do not believe that any organization ever became really successful in preventing accidents until the point was reached where everyone in that organization came to fed a persona] sense of re sponsibility for accident prevention. It never was a one man job and it never can lie. The speaker then outlined a number of common sense pointers. 1.The management must be sold on safety. The accident record of almost any company can be connected up directly with the attitude of the management's chief executive. Xu plant or factory is much safer than the managing executive makes it. Show me a management that is sincerely interested in safety and I will show you a company where accidents are at a minimum. It is not sufficient for the manage ment merely to be sympathetic toward safety. It must be actively determined to prevent accidents, both because it is good busmesi to prevent the accidents and be cause it is a humane thing to do. . If you have a management above you which you feet is not sufficiently anxious concerning the safety of lhe employees, do not hesitate to conduct an educational campaign directed at the management. You can do this diplomatically, nevertheless effectively. Analyze your accident cost* and present the picture to them in dollars and cents. Total tip the man-hours lost as the result of accidents and (Sash the figures on them. Keep on the look-out for current literature which helps to sell vour idea and mark the articles for their attention. Make a study of the executives above who need to be sold on safety. Never forget that your accident prevention work is like statin' which will not rise above the leva) from which it flows. 2. Another pointer. Organize to maintain interest in safety. The day is past when an industrial organization will respond effectively to the'evangelistic type or spread-eagle methods once used by safely engineers. Use dignified but intensive methods organizing interest and participation of as many people in the plant as [Kjssihlc. This can he done effectively through rotating committees, effective safety and poster displays at dangerous locations, interdepartmental contests, safety awards, safety suggestion systems, and other devices adapted to local conditions and needs. These methods are needed not only to keep the entire organization thinking in terms .a safety, hut also to keep prodding away at the laggards who are prone to forget entirely about accident prevention. 3. IWr dilly-dally with men who are indifferent and disinterested in safety. Kvcry such man constitutes a constant hazard, not only to himself hut to his fellow workers. The last man for whom we should feel sympathetic is the man who lias no wjwrd for the safety of other*. , I* ** no* Rood common sense to piaster the wall* of jour plant with notices setting forth voluminous rule* and regulations regarding safety. It H more sensible to reduce vonr safety rules and regulations to the very minimum and then see that these are rigidly enforced and wholesomely respected. Impress upon your super visory group that it h very ev ident to the management that any supervisor who lacks sufficient discipline and control to' prevent accidents also lades the necessary disci- pJine and control to secure effective result* in quality and quantity of production. A had accident record should be first hand evidence that a. supervisor is a poor man ager. a poor disciplinarian, a poor instructor and a careless individual. 4. Don't lock the barn door after the horse is stolen. Too often hazardous condition* are remedied onh after a serious accident has occurred. Do not assume that a worker know* the danger points of his job. hut take time and trouble to point litem out to him. Point them out as many times a* may be necessarv to sufficiently impress him. Resolve to go back to your own plant after tins safety congress and make the ntnst intensive check-up of the hazards existing in your plant that you have Food Section 219 ever made. These are times when men are filled with anxiety, a kind of pessimistic preoccupation. When a man's mind is absent from what he ** doing. lie becomes readily susceptible to accidents. __ 5. Ron out all hits. This is a fundamental principle m our {treat American base ball game; it should also be a fundamental principle in ottr great imUtstrial safety game. Constant alertness and watchfulness for possible causes of accident* arc essential. I do not refer necessarily to mechanical hazards alone because tile great btdk of accidents are caused by non-mechanical hazards. The minute you sit back and assume that you new have your plant or your department thoroughly <a*c, then is the tune you may be sure that accidents will happen. There never is a time when the safety job is done. 6. My last and most important point is the advke to concentrate on your super visory organization. The function of live safety engineer b not to get wiwkw* in terested in the prevention of accidents nearly so much as it is to get supervisor* interested m interesting their workers in accident prevention. It b wholly futile tor any cue roan to carry the entire load of accident prevention in any organization. Your supervisory organization holds die key to your accident record. Just as ilie plpnt depend* upon the top management, so doe* each department depend upon the foreman for accident preveutioct. When tlic supcrvbory organization know* that the management at the top is not going to tolerate a bad accident record, the supervisor will take safety more seriously. Every facility and assistance should be given tltcse supervisor* in carrying out safety regulations atid accident prevention work hut they should be held absolutely responsible fn their own jurisdiction*. Use whatever methods you deem best to impress your supervisors with their responsibility. But do not kid yourself that any other person can make a foremans department safe but that foreman himself. Discussion; It seemed to be the mistaken idea of scene delegates that impressing foremen with their personal responsibility for accidents is the joh of the safety engi neer. Mr. Gardiner disagreed with this emphatically. He said: "It is not the safety engineer's job to convince the foreman, but to sec that someone higher up docs this" Employee Selection--The Logical Starting Point in An Accident Prevention Program By RALPH E. PROUTYSupervisor, Aetna Life Insurance Co*, Now York City There are many types oC so-called "new employees.*' said the speaker. First, tlwsrc is the young man or woman who has just left school and is starting on an industrial career. Such an employee is utterly without experience in any kind of work, totally unacquainted also with die many little commonplace details of industry. Tlicth there is the employee who ha* had some working experience but in another trade. Also, a man who has had experience with a particular trade is new- to a certain extent when he leaves regular routine and surroundings of one plant and tries to do the time general kind of work in another. Again, most men who have been out of work for a considerable time and return to the same job are in a sense new employees. Finally, we must consider in the new employee classification one who. though an old em ployee in the plant, is given a job of a different character to which lie must become accustomed. __ The problem of the new employee may be set forth in two simple .statements: (1) Industrial accidents occur with die greatest frequency among the least experi enced employees: and (2) industrial accideats occur with the greatest frequency at times when the labor recruiting rate is the highest. 220 Twenty-first Congress--National Safety Council lit a study of 2.012 accidents, an accurate determination was made o the length at service of those injured. It was found that those who had been employed one month or less were being injured at the rate of 160 per month per 100 employees. (This docs not mean that 160 accidents were caused per month, but that they oc curred at the rate of 160 per month). Those who had been employed for three months had accidents at the rate of 70 per month per 100 employees. Those who had been employed from three to eight months had a rate of 16 accidents per month per IX employees; and those whose exiwriMKe ranged from eight months to one year haul 12 accidents per month per IX employees. After the first year, the rate dropped rapidly*. For those employed from e lo five years, it was 15 accidents per year per 100 employees. For those employed from five to ten years it was 11 accidents per year per IX employees. Those who had served from ten to twenty years suffered 5 accidents per year per IX employees, and those who had t>eea employed from twenty to thirty years made the be*t showing of all, with a rate of only 3 accidents per IX employees. After thirty years of service, the rate took a slightly upward trend. Another study showed the relation of what might be called the labor recruiting rate to the accident frequency rate. (Do not confuse the term "labor recnMtms*4 with the term "labor turnover/*) In the study referred to. the total number of employees increased gradually from 340 at tfe beginning to 590 at the end of the period. One would naturally think that the number of accidents would follow fairly closely the total number of employees exposed to thc-lwxards of the plant. Such was not the case. Instead, accidents Iwopened with the greatest frequency during the months when conditions required the hiring of the largest number of new employees, and a drop in those months during which there was also a drop in the number of new employees hired. "Right now, the very commendable efforts of the industries to keep as many as possible of their people employed may result hi tlie assignment of men to work which h new to them and for which they arc not hited acid lead to accident*. When business picks ip. and it most certainly will, there will be a great deal of shuffling around until things become stabilized. All of those classes of employees tint have hero termed new will lie entering our plants in large numbers. If t is possJW-c to devise way* and means of preventive injuries among ttiem we should get busy and formulate our program* now and be ready to tackle the problem as soon a* it arises." The careful selection of crrqdoyees is all Important. Employee selection should be exerched in the plant having but a handful of workers no less thoroughly than in ruse harinir thousand*. The priociidc* Involved are precisely the same. Every selected employee should measure up to the physical, mental and moral requirements of the Job for which he i* hired. It follows that aff of those who have the responsibility of hiring men should examine themselves carefully to determine if they are fully familiar with the job requirements. Physical exattrinatforts prior to employment are desirable They should not be undertaken with the idea of excluding subnormal applicants from employment alto gether. but to ascertain what particular work each one can do with the maximum of safety for himself and the ramimum of risks for the employing company. There may be some who object to physical examinations, hut these objections arc based usually on Uve belief that industry will take an unfair advantage of the workmen through information obtained from the examination*. Just as soon, however, as it Is demoastratcd'tfcat the examinations are not being made for an ulterior purpose Hut to fit the men to jobs at which they will be safest and at the same time most likely to succeed in a financial way, the objections will cease. Closely allied with the determination of physical fitness is the question of mental qualifications. Modern employment technique include* many different kinds of tests. Fttch tests should he as brief as possible and actually suitable for the purpose for Food Section 221 which they are intended, namely, the detection of certain specific characteristic-* mvl qualifications. Any tests that are unduly long and fail to give information that can not be obtained otherwise will defeat their own purpose. There Is room tor a lot of common sense as well as technical skill in employee selection which, if h means anything, should be fitting employees to their jobs. Of no less importance are moral qualifications. It is not suggested that industry should perform the functions of a Sunday School, or that employment manager* should try to give a moral rating to each applicant for employment. It is obvious, however, that one who makes untruthful statements, or is evasive rather than straightforward m answering questions, or is known to disregard accepted standards of conduct, cannot be given a task that requires individual initiative ml the accept ance of a measure of personal responsibility. Moreover, such a person will not team up well with his fellows. He cannot he counted on for much help in bettering yuur accident records. "When an applicant is accepted for employment a contract of hire cither expressed or implied has been made. It is assumed, on the one hand, that the employer has examined die qualifications of the applicant and has found them satisfactory, and on the other, dial the applicant has familiarized himself with the conditions under which he fcfll work and has considered them acceptable. What an opportunity to start a man off right so far as accident prevention is concerned! The applicant is in a receptive frame of mind. Now is the time to explain the safety objectives of the company, and the part be will be expected to play in this effort if be becomes a member of the organization. This is a dignified add important part of the employ ment program. Time spent on it will lie justified by the results,'' Discussion: Mr. Prowy emphasized that it b well to liave a rc-exaaninatkm of a man's t&ysical fitness when he returns to work after an absence, even though he is an old employee. Also the foreman should realize his responsibility In the matter ml not assume that the man cut do the wrork as he formerly did. The discussion developed also tliat in a certain plant a man who was Jorod to have a communicable disease sued the plant doctor on the basis of "privilege communication.'* The plant in question now has all applicants for positions sign waivers before physical exami nation takes place. Report of the Nominating Committee Will Cooper, Stevens Hotel, Chicago, Chairman of the Nominating Committee, then presented the committee's report and officers were elected- for the ensuing year as follows: . General Chairman--Hr.s-*v J. Mxxeu*, The Borden Company, New York City. ' I Trr-CfrbuViMUN--Fuaxk A. Has&e, Corn Products Refining Company, Chicago. Secretory and Nettrs-Lctter Editor--J. J. Zut,vk, Continental Baking Company, New York City. Engineering Committee Chairman---J. J. Lyoxs, John F. Jelke Company, Chicago. Membership Committee Chairman--Rosext Flemixc, Kellogg Company, Bdltle Creek, Mkh. . Foster Committee Chairman--Thoiia* Strobhah, Wagner-Taylor Company, Phil adelphia. Program Committee Chairman--W. C Washiuex, Sheffield Farms Company, Inc.f New York City. Publicity Committee Chairman---Ruth E. Caib, A, B. Staley Manufacturing Com pany, Decatur, 111 Statistics Committee Chairman--T. A. Schexdel, Premier Malt Products Company, Peoria, III. .' Members of Large-- William F. Bakxett, Horn and Hardart Baking Company, Philadelphia. W. P. Beil, California and Hawaiian Sugar Refining Corp., Crockett. Calif, !22 Twenty-first Congress--National Safety Council D. hi. Cj^kk, Society of Grain Elevator Superintendents of North America, Chicago. Moaais Comes, Schulze Baking- Company, Kansas Cky, Mo. Wax Coora*. Executive Offices, Stevens Hotel, Chicago. Atexaxmx Dixx&r, The National Sugar Refining Co., Long Island City, N. V. Paul Gooexoucsr, The Quaker Oats Company, Chicago. E. W. Gwtx, Oaltti Sugar Company. Ltd., Waipahu. Oahu, T. H. C. E. Gairrur, The Axtcw-Fisher Tobacco Co., Louisville. Ky. Ele HatMaAca, Manager. Hotel Alien, Allentown, Pa. S. B. HofrfcELL. The Carey Salt Ca, Hutchiuson, Kan. Roaett McDabe. Allantic Sugar Refineries. Ltd. St. Jobu, N. B., Canada Ahocnr Prmt*, Adolph Pfeffer Rice Milling Co . Houston. Texas. G. L. Rhys. John Morrell & Co.. Ottumwa, Towa. William A. Sullivax. Loose-Wiles Biscuit Co., Kansas City, Mo. Ve*x D. Sutton*. Postuua Company, Inc., Battle Creek, Midi. C. W. Tutxivc, James H. Harper Co.. Duluth. Mmn. R. W. Upsiiaw, Anheuser-Busch, Inc., St Louis, Mo. Haul Whitelock, Washburn Crosby Co. Inc., Buffalo, N. Y. Charles F. Wxehrk. The Southern Cotton Oil Co., Savannah, Ga. TUESDAY AFTERNOON SESSION October 4, 1932 This session of the Food Section was held at the Department of Agriculture Ex periment Station, Arlington. Va. Here a series of dust explosion tests was carried out before the delegates, demonstrating the force of certain kiixls of dusts when exploded under various conditions. The fundamental idea in presenting these test explosions was to demonstrate the relative dissipation of the force of the explosions by means of openings and other escape vents m the explosion chamber. The tests were conducted under the supervision of David J. Price, U. S. Department of Agri culture, who gave a detailed explanation of each as it was prepared and lode place Descriptive Statements of Dust Explosion Tests at Arlington Farm Testing Station By DAVID J. PRICK Principal Engineer in Charge, Chemical Engineering Dfririoo, Bureau of Chemistry and Sofia, U. S, Dope, of Agriculture; Washington, D. C. In the work on dust explosions and resulting fires in industrial plants, the Chemi cal Engineering Division of the Bureau of Chemistry and Soils has records of 560 explosions of this character. In 184 of these explosions 434 persons were killed and 366 injured.. In 449 cases the property loss amounted to ^jyi hm i $46^)00,000. The dust explosion hazard exists in about 28.000 kfautml establish ments employing approximately 1,325,000 persons and manufacturing prodaets of an annual valye of more than ten billions of dollars. The Department of Agriculture has given special attention to the development of safety codes for dust explosion prevention in grain handling and establishments. The Dust Explosion Hazards Committee of the National Fke Pro tection Association has been under the leadership of the Chemical Engmeeriog Divi sion of the Bureau of Chemistry and Soils since its origin. This is com posed of representatives from the industries directly concerned, insurance and safety Food Section 223 organizations, state and federal officials and construction and cqui|mmt engineers. The Dust Explosion Hazards Committee has prepared the following nine safety codes: (1) Fkwtr and Feed Mills; (2) Sugar and Cocoa Pulverizing Systems; (3) Terminal Gram Elevators; (4) Pulverized Fuel Insulations: (S) Starch Fac tories; (6) Spice Grinding Plants: (?) Coal Pneumatic Cleaning Plants; (8) Wood Flour Manufacturing Establishments; and (9) Inert Gas for Explosion and Fire Prevention. These safety eodes provide a practical means of translating into actual plant prac tice the results of research work such as you will see here today. They have been adopted by the National Fire Protection Association and the National Board of Fire Underwriters and have been approved as American standards by the American Standards Association. These codes have been published by the Bureau of Labor, Statistics of the U. S. Department of Labor as Bulletin No, 562, entitled "Safety Codes for the Prevention of Dust Explosions." It is gratifying to safety engineers to observe that the losses of life and property in the grain handling industries as the result of dust explosions have decreased in the ten year period 1921-1931. The average loss per explosion lias gradually de creased from approximately $5204)00 in 1921 to about $284)00 in 1931. (The records indicate that there were thirty-nine dust explosions in industrial plants in 1931. On the basis of the reduction in loss of $500,000 per explosion, this would mean a saving of $19;500,000 in 1931 in property values without any reference to the saving of human life). The yearly losses have dropped from $4,160,000 nt 1921 to $1,100,700 in 1931. The redaction in losses from dust explosions in the grain handling and associated industries has been due in a very large degree to the splendid cooperation which the Department of Agriculture lias enjoyed with all the agencies directly concerned, and with rational organizations such as the National Fire Protection Association, Na tional Safety Council, National Fire Waste Council, National Board of Fire Under writers, and other simitar associations ami organizations engaged m explosion and fire prevention. The structure In which the dust explosions are produced consist* of a room, gal lery, and tower. The room, 4x5x5 feet, has a volume of 100 cubic feet. The gallery, 2>6 x 2$4 x 20 feet, has a volume of 125 cubic feet. The tmver, 3xjs 12 feet, has a volume of 108 cubic feet Total volume is 333 cubic feet. Vents on the room consist of hinged metal doors and pivoted sash. The metal doors range hi size from 0.1 square feet to 155 square feet and the sash contains approximately 7 square feet of glass. The gallery has 3 roof vents, each one square fool in area covered by hinged doors. There are also 8 fixed glass windows with an area of 13 square feet each. The opening into the tower, which is the full size of the gallery, may be dosed when the gallery is used as a unit. The tower coolains one swinging panel about 7 square feet in area. 3 hinged doors, each 1.55 square feet m area, and adjustable vents on top ranging from 0.1 sqpare feet to 2.75 square feet, and 4 fixed glass windows with an area of 1.7 square feet each. In these tests, grain elevator dusts, soap powder, starch dust, milk powder, baking powder, si^ar dust, wood charcoal dust, wood dust, and cork dust were wed. In order to produce each explosion it is necessary to have dust in suspension in air and a source of ignition. The dust cloud is produced when a jet of air strikes the dust it) the cups and throws it into suspension. The dust cloud is ignited by an elec trically heated coil. Some of the most disastrous dust explosions, said Lr. Price, have occurred m tormina] grain elevators in connection with grain handling and storage operations. The first test, an explosion of grain elevator dust in the entire structure, will show the poss2Mfity of venting an explosion without damage. In this test approximately 224 Twenty-first Congress--National Safety Council 17 rounds of dust will be dispersed through the structure, which contains 333 cubic feet This makes a concentration of about 5 pounds per 100 cubic feet. The ignition occurs in the room. The pressure will be released tlirough two openings in the room having a total area of 2l/t square feet, 3 openings in the gallery with a total area of 3 square feet, and 2 openings in the tower with a total area of 2i6 square feet, making a complete total venting area of & square feet in the entire structure. The explosion as described then took place and it was observed that the vents proved effective and neither structure nor equipment was damaged by the explosion. This lest, said Dr. Price, indicates the value of adequate venting to relieve the ex plosion in the primary stage and prevents building up of higher pressures, thereby preventing live explosion from propagating into tle secondary stage. ' Eleven other explosion tests were then conducted mmg the various dust materials already mentioned, and each explosion was successfully precipitated and watched with interest by the delegates. At a later meeting some discussion of these explosion tests took place among the delegates, but reference will be made to it here as a part of the record of this session. Dr. Price said: We regard these demonstrations, from the viewpoint of the Agri cultural Department, as important, it the first time we have ever fired dusts for so long a time and the first time we have fired them durtag a rain. It demonstrated that you can have dust explosions regardless of climatic conditions. la answer to a question, what is the minimum concentration that would produce an explosion? Dr. Price replied: It varies with dusts. With jllumfastmg gas, per cent of ga*. Wc know that 14 per cent of gas will not explode. Another question was: Will keeping concentration down promote safety? Dr. Price replied: 1 think there is tio doubt that it will. Some day wc may be able to measure dust concentration the same as wc caw now measure lteat. Some day we may have an instrument on the wan that will tell what concentration of dial there is. In mines they wed to take a sample of the gas concentration to laboratories; now they measure it in the mines, and some day we will do the same with dusts. WEDNESDAY MORNING SESSION October 5, 1932 With this session the meetings were resumed in the Wardroan Park Hotel, with Chairman Will A. Sullivan again presiding, who immediately introduced the first speaker. _ Refrigerating Apparatus--Its Safe Use and Proper Maintenance By P. W. RABE Assistant Chief Engineer. Anhaustr-Busch, Inc* St. Louis, Mo. This paper dealt with refrigerating apparatus using anhydrous ammonia. In general, said the speaker, rules for the safe operation of all compression refrigerating equipment are basically identical. The safe operation of equipment dejiends upon its safe design, installation erf adopted and required safety appliances, and correct operation. . Rules for the safe me and maintenance of refrigerating apparatus have been care fully prepared by the American Society of Refrigerating Engineers. The safetycode for mechanical refrigeration applying to the safe installation, operation and inspection of every refrigerating system employing a fluid which is expanded, vapor ized. liquefied and compressed us its refrigerating ode, intends to provide reasonable safely for life, health and property. In ad&tion to this safety code, many jmmki- Food Section 225 polities haw their own codes governing the installation, repair and alteration of refrigerating systems. Such codev, especially the one adopted by the American Society erf Refrigerating Engineers, arc, according to our present knowledge of this branch of engineering, a definite guide to builders and operators of mechanical rein*:crating equipment for Us sate installation and operation. Damage to equipment carrying liquid or gaseous ammonia often remits m the escape of this refrigerant into buildings or rooms where food products arc in process of manufacture or in storage. The escaping gas may be injurious to such food prod ucts ami even endanger or impair the health of occupant: in the iHiitrfmg*. Aside from this there is always the danger of an explosion which may result in considerable ptoperty damage and fatalities. The flammability and explocibilky of ammonia have been definitely determined by Arthur Lowtnstein and his associates who conducted research and experimental work along these lines extending over a period of several years. These experiments showed that ammonia gas, mixed with air hi certain proportions, when ignited, will propagate a flame and that no visible form of burning is evident until a mixture of 11 per cent to 13 per cent of ammonia in the air Is reached. It was ttnmd that a snail yellow fame was produced at II per cent ammonia in air which increased in size with increase of ammonia content until at the proportion of 1325 per cent of ammonia die bunting was complete. When the percentage of ammonia w air was Increased from 19.6 per cent to 25 per cent the mixture exploded -violently upon litigation. Mention may be made at this point tliat pure, anhydrous ammonia will not bum or explode. The speaker here explained the details and circumstances of several explosions hi refrigerating plants and called attention to tlic fact that in each case the cause or causes of the explosion were difficult to determine. He said further: It is highly recommended tliat tlic pistons of all compressors ia ue be removed annually for examination of the cylinder walls and pecking rings. Wltere poppet valves are used they should also be removed once a year to be ground and reseated, if necessary. Such precautionary measures for the safe operation of compressors sure taken by many manufacturers. One seldom finds tlut much attention is paid to relief valves. This equipment is called upon to function only sporadically and it may be for tills reason tliat so little attention is paid to It. It is recommended that all relief \aivcs pm a refrigerating plant be tested and reset, if necessary, at least once every three years. Where either direct expanding ammonia or brine can be used for some specific cooling, the decision as to which means of refrigeration to employ is sometimes based on the question of safe operation. In many cases brine cooling is resorted to instead of direct expanding ammonia because it is felt that this will be less hazardous. Nevertheless, using brine as a cooling medium requires a brine cooler, and a fatal accident occurred some years ago in a plant In Missouri where the shell of a brine coder exploded. In this case H was plainly evident that the seams in this coder had been poorly fabricated. This brings out a very important point, namely/ the necessity of having, af! autogenous, electric and oxvacetylcr.c welds on unfirctl pres sure vessels thoroughly inspected. The speaker explained carefully that the various illustrations of accidents intro duced Into his talk were not given to convey the idea that cooling by means of brine or by direct expanding ammonia was to be preferred, one over the other. With modern safety appliances, no more risk is involved in using one method of refrigera tion than the other. One large food products plant has installed an air conditioning unit in a building which houses many employees, This unit consists of a shell and tube cooler, filled with liquid ammonia at a pressure of 50 pounds. To this is directly connected a fan, which circulates the required amount of air through the tubes in the cooler. It might be argued that such equipment Is hazardous when installed in a room m which 226 Twenty-first Congress--National Safety Council a number of jxopie are employed. A rupture of the shell and tube cooler would release two or three tons of liquid ammonia with resultant dangers to life and prop erty. On the other hand, it was not considered unsafe to install this type of equip ment became of the precautionary' measures taken to guard against excess pressures in the tank and became of the careful design and connection of the pressure vessel. Faulty Plant Illumination As a Factor in Accident Causation By P. R. HOLMES Illuminating Engineer, General Electric Co., Philadelphia The speaker said in pert: Impairment of vision is sure to result unless the fooda- mentals of good ftfasninatfoi are observed. Today 75 per cent of industry is chal lenged on the score of adequate and proper lighting. A recent report from the De partment of Labor states that accidents in the United Stales iodcstries attributable to faulty Hghting cost the service of 125,009 workers valued at $150,000,000 an nually. In attempting so analyze the causes for the majority of plant accidents resulting from faulty itfanvmatiba, responsibility is generally placed on either inadequate 6r improper lighting. Inadequate light needs little -explanation. Improper lighting covers a modi broader field. When considering faulty illumination it is very com mon to think only of the artificial lighting system. A recent survey conducted for one large company indicated that m their ease daytime conditions were far more troublesome than night. On account of the arrangement of work, many employees were forced to face windows through which considerable sky area was visible. The contrast created between this bright sky area and the tower brightnesses of the work in interior surroundings noi only caused eye fatigue attributable to the glare, but if continued would be certain to cause serious impairment of vision. Cause for other glare conditions may be accounted for by unshaded brilliant lamps and Interior lighting units located promiscuously without due etirmderation for uniformity m the distribution of light. Glare in any form results in eye strain, fatigue and hazardous shadows. Excellent data arc available pertaining to vision, but light has received wholly wKDammcnswatc attention. The objective, therefore, of the lighting Industry should be to aid human beings to see more easily and clearly, to conserve their eyesight to avoid defective vision, to increase their usefulness and efficiency and their pleasure In Irving. ^ Steady improvement in lighting practices may be noted. We have passed from a period of mere light through a period of mere foot candles and are new m a period where productive foot candles are being considered. In the future, H seems reason able to believe we shall have a humanitarian foot candle period where illamination levels not only of sufficient quantity to obtain the most productive efforts from the worker wilt be achieved, hut also an additional amount to reduce the neural and physical energy expended. Economically, the highest desirable levels must be obtained by the addition of Supplementary lighting. Even if they could be obtained by means of general lighting, we believe that supplementary lighting added to adequate general lighting represents a refinement in many cases. Control of dominant fight is a valuable aid to tba specialist In provkfing light for best seeing. Caution should be used In the applica tion of supplementary lighting in order to avoid contrasts between light on the work and surrotmdinyes greater than ten to one. which from study has been found to be the limiting variation dot the eye can stand without strain. Much interest was created in the announcement of the Simonds Saw and Steel Company of their intention to Food Section 227 erect a whtdowiess factory. This $1,500,000 structure, with floor fpace of J60 x 540 feet, may well be termed the first all-controlled condition* plant. Particularly in congested cities, valuable ground and floor areas are being wasted to admit inadequate and uncertain daylight. Wall space in being consumed by windows. Architecture is being handicapped by the window and skylight habit. Set backs of upper stories are demanded by ordinances. These losses combined with heat losses, investment and maintenance charges are mute evidences that the development of artificial light and lighting has overtaken and passed most tiersons because of retarding habits acquired before the age of modern controllable and relatively in expensive artificial light Daylight equipment to let light in and to let vision out should be installed where it can be useful at reasonable cost. But artificial light is always necessary as insurance against failure of .daylight. We cannot fail to appreciate the fact that with a better knowledge of the funda mental requirements of good illumination and a more general acceptance of the basic ideas underlying these requirements, not only will the accident rate decrease, bid we shall"be building to a higher plane of living for the industrial employee. Discussion: Mr. Holmes was asked whether or not any glass has been devel oped that will pass the ultra-violet short wave rays. Such a glass has been developed but the cost Is prohibitive for every-day use. Another question brought up die point of the relative value in cleaning plant windows. The delegate cited a certain (riant which had not cleaned its windows for eight years but was depending upon elec tricity instead. They had to use a chemical compound to clean their windows, but their accident record immediately improved, Mr. Holmes cited a Cleveland plant which, having cleaned its windows, showed an improvement of 10 to $0 per cent, A definite cleaning schedule should be observed. How Can the Foreman Help the Accident-Prone Man? By JESSE J. ZEITNER Director of Safety, Continental Baking Co., New York City The speaker said in part: A safety educational program may be divided into three parts, selection of employee, training of employee, and treatment of accident repeater. It is necessary, of course, to have some yardstick by which to determine the accident-prone man. In our company we have taken tray employee who has had three or more accidents during the year, or whose record shows at least two acci dents reported each year for two consecutive years. Few of our employees fall into this class. Our analysts shows that 27 per cent of our accidents were caused by 6 per cent of our employees. I think, however, that the definition of an accidentprone man should be extended to include employees who are involved in frequent "nu* accidents'* or who cause unnecessary damage to tools ami equipment or spoil age of material. Here Is where the foreman or supervisor enters the picture. The foreman should observe whether accident proneness is the result of an employee's attitude toward his job, toward his superior (either foreman or supervisor), toward the company, or toward society m gencraL There is no question but that wrong attitude of an em ployee frequently makes him carry on his work In a listless and careless manner. Such an attitude usually makes him subject to more accidents than his fellow workers. Employees are also found to be subject to accidents because they lack experience or are assigned work without proper instruction* from their foremen. Physical dis ability, such as defective vision, often prevents employees from doing their work in a safe maimer. Minor Injuries are sometimes aggravated by existing physical de 228 Twenty-firs! Congress--National Safely Council feet*, such as a diabetic person receiving: a minor scratch. Minor physical defects and poor health are other causes. In an effort to defermme who are the accident repeaters, the foreman should first make reference to accident records of Ins department. Lost-time records, however, are not sufficient to determine an employee's proneness to accidents, as experience has shown that those employees who have had a large number of slight injuries without losing time are in reality more subject to accidents than those who have had one or two serious injuries involving lost time. In addition to reviewing the accident rec ords the foreman who is attempting to determine who are his accident repeaters, should also keep a close check on the employee's personal habits, working efficiency/ etc., which wilt naturally help him m adopting the appropriate methods of treating: each man individually. Some organizations believe that the best way to remedy or correct the accident situation is to remove the accident repeater. But this procedure has not always produced the results anticipated because many of the employees hired to replace the discharged ones have been found to be as subject to accidents as their predecessors. It is obvious that the real solution is to determine the reasons for an individual's apparent accident protiencss and to take all possible steps to overcome the conditions which make him subject to more accidents than the average employee. It is sometimes found that corrective measures beyond the foreman's authority are required, that the individual case must be referred to an executive of a higher rank. Best results in such an instance are obtained when the matter is approached care fully. and the confidence and cooperation of the employee himself are secured by emphasizing that the company docs not desire his removal, but is Interested in helping him to become a safer and more efficient worker. In cases of employees with poor attitude toward their Jobs or their employer, It has been found that a frank discussion with the foreman or hiuber supervisory official frequently helps to overcome the situation. Discipline at times is essential. A closer but respectful relationship between a foreman and his merit coupled with the sympa thetic attitude on the part of the foreman, lias frequently been found to help in overcoming a certain amount of personal worry on the part of the employee and encouraging him to give more serious consideration to his job. Discussion: Among the delegates a division of opinion occurred on the value of pre-employment physical and mental tests to determine the employee's reaction. Several delegates agreed that accident prevention is study Iielped by preliminary tests, in which emotional tests are also important. Mr. Zcitoer akl^ These tots are not positive criteria. A man's actual record is the only true test. 'While there is a lot of mforrcatJon you am acquire by initial examination, this is not a perfect picture. Tire second picture 1$ whether the ap plicant Is suitable for the job we have in mind for him. The third Is to find out if lie U physically fit. One concern, after giving an I. Q. (Intelligence Quotient) test, also ask tlic opinion of a committer of foremen and they agree with the I. Q. test in general, although they will not know what the I. Q. test actually showed. WEDNESDAY LUNCHEON SESSION October 5. 1932 This meeting was devoted to an "Experience Exchange'* in which brief descrip tions of serious accidents were presented, followed by discussions of the accident prevention methods employed. The session was conducted by Ralph E. Prouty, Supervisor. Aetna Life Insurance Co., New York City, Chairman erf the Program Committee. Food Section 229 Accident No. 1. This accident occurred in a tunnel system through which Meant and power lines run to the various buildings of the plant. Brackets supporting smiic of the pipes were badly corroded and were to be replaced. It was necessary to drill some holes in tlie concrete ceiling of the tunnel, and during the progress of this work the drill penetrated the ceiling and also one ol the main power cables which was imbedded in the concrete conduit. The employee suffered severe bums and was disabled for a period of six weeks. He escaped electrocution because he was King on his right side on some overhead pipes, which acted as a ground, whereas had he been lying an his left side, the power would have flowed directly through his heart. No forethought had been given to possible hazards In this work by the foreman, and there were no markings on the ceiling to indicate that power lines existed at that point. To avoid repetition of such an accident in this plant, w)>cncver ny construction work is to be done in any tunnel, the matter is to be taken up with one of three foremen who are thoroughly familiar with alt the power and steam lines; am! m addition all tunnels have been plainly marked wherever these power cables cro*s, During the discussion, in addition to condemning the foreman on this work for gross anti criminal negligence, it was pointed out that marks on the ceding of the tunnel might not be sufficient to indicate the presence of power lines. Careful drawing* and blue prints should be preserved showing location of alt power lines wherever imbedded in concrete or other material. No man should he employed on work ki the vicinity of such a hazard until his foreman is thoroughly familiar with all possible conditions. Accident No. 2. While cleaning a screw conveyor under a separator, winch was well guarded, a roan straddled the guard while the conveyor was in motion, his foot slipped and he landed on the screw, the result being a badly crushed foot. This *nan had violated a. safety rule which called for stopping a machine before cleaning it. To prevent a recurrence of this accident a grating was added which covered the entire screw, making it impossible for a man to get into the conveyor. The grating can be removed after, the machine is stopped, if necessary. It was also suggested that an interlocking device should be applied, and this should be arranged so that raising the cover oF the conveyor would shut off the power. Accldtot No. 3. A packing room girl from time to time was called into the office to relieve a switchboard girl. On one occasion an employee in another pari of the plant snapped down a receiver hook with such suddenness that the sound ruptured the girl's eardrum. Usually when a telephone user hangs up a receiver after a conversation tlve operator has time to key out and avoid the clicking in the ear. Such accidents as riant described arc caused only by the person conversing having a finger on the hook and snapping the frfxme just as soon as the conversation ends. To correct this practice will require a nation-wide educational program. It may be carried on by means of posters. - Accident No. 4. Employees handling bottled goods stacked in cases frequently became injured by broken glass. Investigation disclosed that these men were accus tomed to breaking down the pile* by placing the right hand around the neck of the middle bottle at the end of the case, with tlte elbow against the lower part erf the case, and that this leverage raised the case sufficiently to pull it off the pile. It appeared to be a standard custom on the wagon* also. No device could be intro duced to eliminate the cutting hazard. Job training demonstrations hy supervisors were used to wean the man away from this careless habit. It was also suggested that possibly the cases were stocked too high. Accident No. 5. A mechanism for blowing dust out of materials Is equipped with a large fan, the fan being guarded so it cannot be touched. An employee was using tbe device to blow accumulated dust off the framework of this machine and per mitted the fan to run to carry the dust away. He thrust the nozzle of the air hose between the guards and into the fan, the hose nozzle was knocked from his hand 230 Tt&ettty-first Congress--National Safely Council and the fan started to wind Up oa the hose. He happened to be standing in a coil of the ho*c as it lay upon the floor, and be was thrown off balance and his foot dragged against the guard of the fan. A badly dislocated ankle and some broken bones resulted. This nun was an old employee and fully aware that he was violating an under stood rale, although there is no winted rule book. He should not have had the fan running, should not have had the hose near the fan, and should not have been stand ing with one foot in a loop of tlie hose. It is important to re-emphasise the rale regarding cleaning and adjusting machinery while in motion. Doubtless this man had been doing this job contrary to roles before, and it is strange that he was not caught in the act by the supervisor. It is also suggested that if apparatus is to be cleaned with the air hose, the mesh of the guard should be smaller. Perhaps the principle of the interlocking guard might be applied. Aoddnrt No. 6, Delivery men were cootisually failing from the steps of their wagons, these steps being approximately 6 indies wide and 16 inches long, and con structed of hardwood A driver with an armful of bread would slip and sustain a serious fall; or milkmen with their carriers of bottles would sUp, and sometimes were cut by broken bottles. The hazard was improved by substituting carborundum impregnated meUl on the steps. It was suggested, however, that this will not entirely overcome the difficulty, if the men continue to drsmoont from the rig with carriers in each hand, and get off sidewise. They should be trained to get off and then take up the articles they are to carry in their hands. Accident No. 7. Millwrights had removed a machine winch discharged its product through an opening in the floor. Before leaving the scene the millwrights had placed two freight car doors over the opening. But a man running a mopping machine removed these doors to run.his mopping machine close to the edges of the opening. Then, in mopping other portions of the floor, he backed into the opening and was severely injured by the fall. In this case suggestion was made that wherever a temporary opening exists a rail-guard should be placed around rt. In shipbuilding plants they build a guard-rail with four by four Inch comer posts which aster the opening and ten inch planks rest on the floor above the opening and also serve as toeboards. Above the planks are rails to complete the guard. Actidiftt No. S. In one beverage bottling plant an inspector watched the end of the washer for bottles that were not properly cleaned. The imperfect ones were ordered to be immediately broken, which was done by smashing the bottles over the edge of an ordinary ash-can provided for the purpose. Both inspectors and work men in the vicinity were frequently cut by flying glass. This hazard was eliminated by providing a wooden chute six Indies square placed at the side, of the inspector and extending through the floor Into the basement where a receptacle was placed to catch the bottles as they came down. Accident No. 9. Overhead valves were being operated by chains from the floor. An employee was pulling on a chain to open the valve, when lie happened to look up just m time to see the wheel and durnt falling directly at him. By quick action be was able to jump back out of the way and thus avoid injury. On investigation, it was found that the nut had worked loose, thus allowing the wheel to hill. This hazard was eliminated by drilling the valve stem and tun and inserting a cotter pin. - THURSDAY AFTERNOON SESSION October 6, 1932 This sCsston was devoted to a joint meeting between delegates of the Delivery. Taxicab and Bus Section and the Food Section. The general subject under discus sion was "Delivering Food Products Safe!y.H Food Section 231 Delivering Food Products Safely by Automobile Trucks By O. S. FROST Treasurer and General Manager, New York Pie Baking Co., New York City The speaker said in part: There are many delivery problems that are common to all companies in the food industry. They seem to divide themselves naturally into three groups. The first includes the problems that are managerial in character and must be met and solved by the executives and their assistants. The second may be called machine problems because they arise exclusively from tlc automobile equip ment used in making deliveries. The third are problems which develop in connection with the delivery men themselves. Management alone is responsible for the choke of trucks and tire shaping of de livery policy. There is little prospect of success for any concern whose management fails to show by its leadership that it is wholeheartedly back of the work. In our organization, there is keen realization on the (tart of management that delivery acci dents cannot be prevented unless good, safe equipment is provided and proftetiy maintained. Accidents, also, are bound to happen unless we plan the routing of our tracks and our delivery methods in such a way that there will be no necessity for cur men to take chances. . We want our men to devote their entire attention to their duties as salesmen and chauffeurs. To that end we have prepared a schedule which provides for a complete inspection of each track once a week by our head mechanic. Any car found defective ki any way is taken out of service immediately. The men are required to report any indication* of trouble and if wc find by cur weekly inspections that there has been any carelessness or tardiness fa rendering such reports the men involved are considered guilty of a breach of our rules serious enough to warrant discharge if continued. Wc select t!ie men themselves with the greatest possible care. It is not enough for a man to be a licensed driver with seemingly excellent recommendations. He must demonstrate his ability under the eyes of a supervisor who observes closely his driving practices. We then school our men in safe practices through meetings at regular intervals. Here the discussion turns on traffic rules, signs and lights, proper methods of making turns, the question of speed, etc., etc. One of the important features of our meetings is a consideration of any accidents that have occurred. The drivers Involved arc required to explain what happened and why. We have a committee that renders a decision on the question of the driver's fault fa each case. If an accident Involves damage to our truck and t'ne committee decides that the driver is at fault, the cost of repairs is taken from a deposit he has placed with us, and he is obliged to provide an additional sum to keep his deposit at a uniform amount. Started originally to deter the careless handling of our equipment, this practice which thoroughly understood and agreed to by our men, has had a far-reaching effect on our accident records. * The Safe Delivery of Food Products by Horse-Drawn Vehicles By W. C. WASHBURN Safety Director, Sheffield Farms Co. Inc., New York City - The speaker said in part; The horse is still an important commercial animal. Hi* me fa various types of delivery is justified economically. The most reliable figures obtainable indicate that there are fa commercial use in New York City today well in the neighborhood of 15.000 hoises, although these do not compare in number 232 Txventy-first Congress--National Safety Council with the registration of 800,000 motor vehicles. However, in 1930, these two types of vehicles came in active contact just 1,118 times, injuring 688 persons; and hi 1931 there were 999 such collisions, whh 641 persons injured. In outlining the mechanics of safety work for the horse-drawn fleet, the speaker referred to methods pursued by his own company in a horse-drawn division com prising some 2800 miscellaneous vehicles. The actual safety program is really in three divisions, which may be called (i) Mechanical, (2) Animal, and (3) Human. Accidents due primarily to mechanical failure or physical break-down are rare. The means for preventing such accidents is a careful and periodic inspection of all moving am) supporting parts. Certain men of the stable force are given die re sjMxmbitity fur making periodical harness inspections. Each wagon driver, however, is largely responsible for the condition of his own harness set. ' Two lamp* are provided for each wagon, one at die back showing red to the rear through a two-inch bull's-eye and white to the front. The tamp on the front of the wagon shows white to the front, left and right through the same type bull's-eye. At the present time, kerosene is used in a specially designed burner. The real value of the light depends upon the type of lens that is used. Passing from consideration of the wagon to Use animal phase, here we certainly Slave a different situation. We have nature to contend with, and if it is net exactly in the raw, ncycrthgless it is sometimes raw enough. Training the Horse is indeed a very important part of the safety program. Attention must be given to age, con dition and previous breaking-ha. A Horse is not really a horse until he is five years old and the preferred age seems to be between five and seven years. - In communities sparsely settled. low often have we not seen some salesman talcing great pride in having his horse come to his whistle? Such success may look fine to five animal trainer, but to the safety man it is a nightmare. The horse, even with his vaunted horse sense, does not seem to realize that the wagon he is pulling is wider (fun himself, and so long as be himself clears a parked car or an obstacle, he thinks be is ah right. Other driver*, particularly when the route is being served in the early morning hours, sometimes leave the ltorsc out in the middle of the street beyond lire line of parked vehicles. So far a* safety work* concern* the driver, it is fundamentally educational work that cm*responds exactly with the methods used among motor vehicle operators. The (fifference is merely In operating details. The question of relative speed is a very important one In the training of wagon, operator*. Most men, because they own and drive automobiles, can estimate the speed of such a vehicle much better titan they con that of a horse-drawn vehicle. Accidents, thus sometimes arc earned by failure to gauge speed or to measure the distance necessary for turning. Another factor that militates against us is the long founded and welt intended belief that food products must be delivered in spite of any and all conditions. This gives birth at times to a practice of tatting chances with traffic in the thought that momentary speed Is necessary. Any food delivery safety program should concern itself with this factor, discouraging unnecessary speed as a derided waste. Such activities as these, coupled* with the customary accident prevention machinery, have brought about m our company a definite reduction of accidents in the face of a steady increase ho the number of vehicles exposed. Our working morale is im proved: there b a general Increase m safety-consciousness; our men are responding by preventing accidents that only a few years ago were considered unprevcnlable ai>d a necessary evil of the business. This has come about through the published ac knowledgment of our executive board that accident prevention must be carried out; through the teaching that accidents are preventable and the demonstration of how this may be done: through a realization by superintendents that accidents may easily determine the difference between profit and loss; and through the acknowledgement on the pan of our driving personnel that safety is wisdom, health and wealth. ADJOURNMENT ...... TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Marine Section Officers 1931-32 General Chairman---Johx S. Hunter, The Atlantic Refining Co., Philadelphia, Pa. Pice-Chairman (In Charge of Posters end Slides)--Robekv F. Hand, Standard Shipping Co,, New York, N. Y. Picc-Ckairman (In Charge of Publicity)--Arthur M. Tour, Consulting Marine Engineer, New York, N. Y. Vice-Chairman {For the Pacific Coast)--Byron" 0. Pickard, Pacific American Steamship Assn., San Francisco, Calif. Secretary--Arthur R. Bush, International Flare-Signal Co , New York, N . Y. Neios-LeUcr Editor--Henry* Blacxstgne, United States P. & I. Agency, IncNew York, N. Y. Chairman Program Committee--~LtLV.'iz L. Smith, Mcrrht-CHapman & Scott Corp , New York, N. Y. Chairman Engineering Committee--Frank H. Cooan, The Delaware, Lackawanna and Western Railroad Co., Hoboken, .N. J. Chairman Membership Committee--E. Stewardson*, Columbian Steamship Co, New York, N. Y. Chairman Research and Statistics C&mviittee--Benjamin H. Self, Travelers Insur ance Co., New York, N. Y. Members at Large-- G. Bartlett, Cosmopolitan Shipping Co., Hoboken, N. J. George H. Bates, United Dry Docks, Inc., New York, N. Y. D. R, Dunlap, Alabama Dry Dock and Shipbuilding Co., Mobile, Ala. B. C. Edwards, Grace Lice, New York, N. Y. Charles H. Flathers, Eastern Steamship Lines, Inc., Boston, Mass. F,, P. ForsiB, Shipping Federation of the State of Washington, Seattle. Waah. F. C Gregory. United States Employees* Compensation Commission, Wash ington, D. C. W. P. Kain, Shipowners Claims Bureau, Ine., New York, N. Y. E. J. Roreson, Jm., Newport News Shipbuilding and Dry Docks Co., Newport News, Va. H. L. Seward, Yale University. New Haven, Conn., and American Bureau of Shipping, New York, N. Y. A. J. Smith, Marine Office of America, New York. N. Y. C. Story, Jr., Cities Service Transportation Co., New York, N. Y, Ferx Wood, Moore and McCormack, Ine^ New York, N. Y. JdHH Weight, Export Steamship Corp., New York, N. Y. * 233 ^% 234 Twenty-first Congress--National Safety Council TUESDAY MORNING SESSION October 4, 1932 The first scssiuti of the Marine Section convened in the Wardnum Park Hotel with General Chairman John S. Hunter. Atlantic Refining Company, Philadelphia, pre siding. Chairman Hunter briefly recounted the work of the Section during the past year and thanked the various committee members for their willing assistance in carrying out the work. The safe practice* pamphlets prepared by the Engineering Committee, the work done by the Statistical Committee, and the carrying out for the first time of a safety competition for aO bramcbci ot the marme industry, were out standing mine>tmum the year. XotwitbsMnwHnc the business conditions. there was pcacticaBy no lo** i* * wubwhis in the Marine Section of the Council during the year. Otanuin Humor thru imi'Hflncul the first speaker. is Markins Srfrty Profitable? aw _N a.J.t,T.M..C.X. _a. BUSH v * >J ^3 MTakOgr The speaker n*d m \wur flurt rtyrimemti a himgc sum of money. Its main tenance k a Kmr metur w o-umw) Vwtar uprrinitcriirfiing engineer is responsible (<tr krrpMtt the Jut* u shr bigbinn pmuibk same ui excellence. With diligence the madunrrs t> mapeetvd. wuudvd espnie* distni eagfines turned over preparatory to *ai!inr d> Siu* mm uaflinsr t*. thutr iaflmc adseduhr. particularly if they carry mail. In yurt dw nrv a U*bdty. tw> earn un the investment only when at sea. And jet. enuugb. w sbr yraetsee u4 accident prevention, too often there c no suck Arvet. unMnasr upcrsuniua. ac all eifunparabltf with that bestowed on the ship* uwchamcaJ oftMpniwt; for tun? tneaytieaJble reason k is not considered essential. l^ct me eke an ittw*ratk*i Ut a recent eoorcrsatice on the subject of accidents the vice prewdem uf a well known steunshap line was delightfully frank. In spite of their naemlbertdup in the National Safety Council, their accidents had suddenly nvmnicd. Hr ranted bitterly against a $20,000 award to a seaman who had been given this compcmatwa fur a fractured spine on one of the company ships. Inquiry revealed that the facilities and service* of the National Safety Council bad never been invoked by the company. No requisition had been node for posters; those awtnmjlkatly mailed to the company had been unsuitable. Safe Practices Pam" phlcts were nut thought of. The monthly magazine of the Council came regularly, hut it had been placed on a table in the waiting or reception room for casual caller* and salesmen to j>eruse. Not once had the Council been called on to assist in planning any sort of effective safety program; its inexhaustible store* of accumu lated experiences were wasted. The monthly sectional news-letter had been deemed a mere blatant baTly-hoo and discarded as such. When questioned on plans for frequent causal analyst*, this Vice-president registered blank amacement- "How" lie asked, "is this i*ossihle? No erne can say what causes accidents. They just tiappen." Is maritime safety profitable to this firm? The answer of this vice-president up to fire present time, is undoubtedly an emphatic no! But the operating manager of a large tanker fleet is not so minded. Council membership to him represents something more than a framed certificate on his office wall. The advantages are availed of to the full. Ships' masters are required to submit in writing the details of every injury, no matter how trivial, and woe betide the skipper when a subsequent infection or complication develops among any of hts crew from an accident of which there appears no record. Individual Marine Section 235 ship safety committees convene regularly and function according to prescribed pro cedure. Posters are prominently displayed and changed at frequent intervals. Supervision is direct and personal. The operating manager hmtsclf reviews voyage and accident reports with no distinction as to relative importance. Does it pay? I quote this manager a* follow*: "Very early in our experience we recognized the tremendous burden saddled to our operating cost*, by the continuous payments of large stuns to claimants injured on board our vessels. Our insurance rates were staggering. Something Had to he done about It and something was. I cannot say exactly, of coarse, just how much money oar safety work has netted us in reduced losses. But I can say it is sub stantial. I know, a* ao example, that the type of accidents which cost us the most, became of their frequency usd severity, namely, fall* and eye injuries, now teidocD occur. In tt*2t we bod 271 reported accidents, falls and eye injuries coosCrtBSiac 73J4 per eenc oi tW total. In 1930. reported accidents totaled 105; falls and eye cate* were 14. t* l^y), with two fewer ships m service, the number of ail accikas wa 2fc with SaB* and eye injuries for the first time eliminated." The impretanm a* a wvufy conceived and balanced safety program scarcely calls far fpb* in Many vnwt> must be considered, depending upon the type and tine of rise vfganiBStos* and the personal preferences and prejudices of the minds in comnA. Th**e many be warns* way* of carrying out a plan, but the principles will rvwma the unr To the safaty piaa also there must be attached a deep tmerrtty of pwgasc. bmb in those who conceive the plan and an those who try to carry * out Finally, there is a third basic factor, which may be called the intcatky wiah which the plan it dev eloped and sustained. To henmfy a *bty ptacna* demand* unwavering managerial supervision. There 1$ no odnar nunc- I vacatt a manager who m the eight years of existence of the plant safety orgaeucatioa orvrr attended ax of the monthly meetings of the main or workman** tmattni. He was too busy. Yet if you entered hi* office he was always ready to regale yog with a funny story- He learned about safety matters by reading the minuae* of the safety meetings. Then there was doe manager who dignified the proceedings of the plant safety committee with his presence. The members were obliged to be there. Absences were excisable eely few the most valid reason*. Attendance was a part of their duties for which they received pay. Investigation of accidents was not a perfunc tory proceeding. The committee, not satisfied with report* or explanations, ex amined. the place of the accident and the apparatus concerned. Where negligence appeared, there was no hesitancy in imposing disciplinary measures. Further stimu lation of interest m safety was provided by inter-departmental contests, by the awarding of monetary bonuses, by tokens of supremacy In the form of cups, banners, medals, etc.; and by consideration of safety records in evaluating men for pre motion. Did it pay? Asked this pertinent question the manager replied--"We cannot maintain any department which does not pay/* r H, Medical Aspects of Safety Aboard Ships' By JOHN WRIGHT . Manager^ Claim* and Insurance Division, The Export Steamship Corporation. New York City The speaker said tn part: Safety practices aboard ship will fall rotightly into three groups: (1) those which are put into effect before a vessel sails from the home port; (2) those which are practiced in the course of the voyage at sea and at foreign ports; and (3) those carried out after the vessel returns home. 236 Twenty-first Congress---National Safety Council Of outstanding importance in the first group is physics! examination of pros pective members of the crew, to determine their physical fitness to carry out their duties aboard ship. For this purpose, as well as for purposes of dealing with mjiiry cases, we maintain at our N'cw York terminal a fully equipped medical office will* one or more doctors m attendance throughout the day. The examination is a complete one and, although men who go to sea are in general a hardy lot, it is necessary to reject many applicant*, perhaps 10 or 12 per cent, because of unfitness ur some condition which would predispose them to injury or illness while aboard ship. But it is not enough to man a vessel with a crew that is physically fit. If the men are to carry out lheir duties with efficiency and safety to themselves and those about them, they nwist be imbued with a proper mental attitude toward their work: a willingness to be careful: a realization that there is a safe wav of doing a particular job and that the safe way is best. In most instances the safe way will be seen if a man takes time to think: the important thing is to teach him to think before acting. Toward this end there are placed at frequent places, such as the mess moms and lassageways. substantia! class covered bulletin boards. Before safiing. each vessel is provided with a full supply of posters designed to teach safety hy attractive photographs and effective set-ups. These posters are placed in charge of the chief officer whose responsibility rt Is to see that by a regular succession of attractive displays of posters, the safety message is brought home to the men. The result is that our men become `.'safety-minded*' in so far as this is possible. But despite the many measures, poster campaigns, and safety appliances, we know from experience that there may be injuries and illnesses in the course of a voyage. We place on board each vessd before she sails a foil store of medical supplies, sudt as medicine*, drugs, ointments, bandages, and surgkal instruments. The ex press \t%cU and throe cargo vessels having extensive passenger accommodations haw a ship's surgeon, who is competent, of course, for any emergency. The hospital facilities aboard our express vessels are particularly complete. ' The vrtscl having left Iter home port, the matter of safety aboard ship Is entirely m the hands of the ship's officers. We rely upon them to instill into the members <>f the crew, hy example ami instructions, an attitude of safety which will permeate every phase of their work. The officers have usually been tn the service of the line for a number of years and know what is expected of them in the matter of safety prom*4xm. To keep the idea of safety before them, there is a safety com mittee. the members of which are the master, chief officer, chief engineer, and chief steward. This committee holds meetings, varying in number from one to six in the course of a voyage, at which matters of safety are discussed and rccoramrmlaiion* made for eliminating these dangerous conditions. Minutes of the meet ings are sent m to the New York office. It must not be thought that officers are immune frn accidents, for as a matter of fact, at* accident is no respecter of Itcrson*. If an accident does occur, or there is an illness in the course of a voyage, appro priate report forms are made out at once, and if necessary positive and negative statement*, obtained. Tills is not strictly a matter of safety promotion, but the rule that every injury or illness mutt be reported brings home to the minds of the men the fact tlut the company is Interested in the health and welfare of the personnel afloat. The importance attached to the faithful reporting of injuries ami illnesses is a reminder to the officers that reduction of accidents is an objective to he gained, Where there is no doctor oil board, the master who, to obtain his license, must have shown a certain knowledge of first-aid, directs appropriate treatment until tltc next port is reached. Of course, if medical assistance is needed immediately, tlie mater wilt endeavor to contact a ship having a doctor on board or will deviate Marine Section 237 to the nearest port. Under contract arrangements, which we have at all important ports of call, those ressals which do not have a ship's doctor on board are met on arrival by a physician who attends those in need of treatment and arranges for hospitalization, if necessary. He reports directly to New York concerning the physical condition of the crew, the sanitary condition of the ship, the condition ot the galley, stores, aod water supply. Coming, now, to the return of a vessel to New York, wc have to consider what might be termed "follow-up" practices. Immediately after tl*e vessel conies along side the dock, one of our men goes cm board to receive the captain's report as to injuries and fflnesses in the course of the voyage. The report forms arc carefully gone over, and even though there ha* been complete recovery, every man who was sick or sustained injuiry is required to report at the medical office tor examination. A copy of the relative report is in the medical director's hands and the man's condition is carefully checked. Directions and recommendations are made for fur ther treatment if necessary. It may be advisable to arrange for X-ray examina tions. or there may be prescribed a period of rest, physio-therapy, surgical opera tions. in or out-patient treatment in one or another of the marine hospitals. Tltosc injuries which apparently resulted from hazardous condition are studied particularly, w'ith a view to correcting the condition and pieventing a recurrence of the accident. Complete statistics arc kept of the injuries and illnesses and the expenditures on account of these. Cross indexes, by voyages and by patient's names, are kept for ready reference. The vessels are ranked according to their injury and illness cost records. In this connection, we have licld safety contests, awarding a pennant and a substantial cash bonus to the crew of the vessel having the best record for four successive voyages. The result lias been the creation of friendly rivalry among the various crews, and an eagerness *i tlie part of the men to make a good showing from the safety standpoint. _ We make no broad claims for our method of promoting safety aboard ship. It Is no cure-all for the problems of accident prevention. But we do find that under this program there has been a material reduction in the number of accidents ahoarri our fleet, which is reflected in a consequent reduction in our illness and injury costs. The saving of life and reduction of pain and suffering, though difficult to gauge, are none the less real. Wc feel that the results which have been achieved are but a beginning. The ideal of absolute safety aboard ship is still ahead, something to look forward to, to strive after, and perhaps some day to arrive at. Prevention of Passenger Accidents ari3 ClaiiSs tan Coastwise Vessels cte Vi* By C. H. FLATHBRS Inturaoce Manager, Eastern Steamship Lines, Boston, Massachusetts The speaker said in pert: In dealing with die traveling public, we are confronted with an entirely different situation than when adjusting the claims resulting from personal injuries to employees. Although we do have among employees the mal ingerer and his kind, we cau expect a certain amount of loyalty and cooperation from the majority of workers. On the Other hand, in the ranks of the travelers, with all due appreciation of the countless persons who are honest enough to admit they are at fault or make little of their injuries or losses, there arc unfortunately too great a number who eagerly grasp the opportunity to. make unreasonable, un founded and dishonest claims for alleged injuries or losses and capitalize on them to the loss of the operator. The passengers have a right to expect safe means -of ingress and egress to and from the vessel, so that In the interest of safety and attractiveness the passageways should be kept clean and free from obstructions, well painted and lighted. All 238 Twenty-first Congress--National Safety Council possible care should be tiken to see that no loose or uneven floor boards are present and ah slippery or foreign substances removed. The gang plank must be substantial, not too steep and equipped with cleats and rubber matting. If a portion of the gang plank is unprotected overhead, a canvas awning should be hung diving stormy weather to prevent the plank from becoming slippery and the passengers from get ting wet. Again it becomes the duty of the porter and other members of the steward's department to be on the alert for the safety of those aboard ship. The qtarter deck is often the gathering place of a large number of people just prior to sailing and should be kept as dear as possible. The corridors and passageways e*a the vessel should be kept clear at all tiroes, the floors dean and furniture in order. The stairways arc very frequently the scenes of accidents so it is exceedingly important that they be kept in perfect condition. Periodical examination will dr*rW^ if any metal strips have become loose or linoleum raised. In these days of high beds as those worn by women, too much attention cannot be given to the matter of perfect stairways. Many passengers are injured on stairways and a large number are always prompt its alleging some defect in either construction, railings, or coverings. With the passenger conducted to his stateroom, and the porter certain that all bags placed in hss custody arc properly delivered, lie is now left to his own re sources^ but it is sn-ciombent upon the ship owners to remove all possible chance of self-inflicted injuries by protecting the traveler .against himself. In the room there should bo no unsecure equipment which is likely to fall with the motion of the ship. If the room is equipped with portholes, Lhe port lights shoutd be supplied with strong chains and hook that will not accidently unfasten. On the promenade or upper decks, the rooms usually have windows and shutters which are raised or lowered. These should have strong catches and substantial ratchets. Frequent examination of equipment will prevent smashed fingers and other injuries. The berths In the ordinary coastwise rooms are much the same in construction and sJvould come m for proper care and attention. In some vessels the upper berth is of removable Pullman type and can be moved up and bock to the wall. When such berths are used, careful inspection must be frequently made to see that the mechanism is in good condition and perfect working order. Passengers have been Injured in getting in and out .of upper berths owing to age. physical condition, or other reasons. Suitable berth" ladders should be aboard lor use of the passengers and proper notices calling this to the attention of the room occupants should be camsicitott*Jy posted in the rooms. Ladders of this kind should be especially made for the purpose and fool-proof in all respects, with substantial hooks to go over the outside rail of the berth to prevent slipping or falling. If the ladders become damaged or otherwise imperfect, they must immediately be removed and repaired or replaced. ' Passengers frequently enjoy either a stroll or quiet rest cxi deck. Doors, door ways, and thresholds are often the scenes of jammed fingers, wrenched ankles, or bad foils. Doors equipped with checks must be periodically inspected to ascertain if the cheeks are ua proper working order; and doorways leading to the deck well lighted. Decks that are kepi clean and free from any slippery or greasy substances will be usually free from accidents. Occasionally a damaged or Imperfect chair gets in the hands of someone suk! a bad fall is the result. The deck department is ordinarily charged with the care of this equipment so that its members are responsible for the presence of any imperfect chairs. In the winter if the decks are wet. from rain or washing, small pools will often freeze. A sprinkling of sand on these spots is required so that slipping or foiling will be prevented. Accidents in the ship dining room are infrequent but do occur. If the floor is of smooth surface it is likely to become wet from liquids being spilled thereon and the attendants must necessarily be on the watch for such things. A little Marine Section 239 instruction to the waiters regarding the handling of tableware, assisting passengers to be seated and to rise, together with the inmost care in the serving of food will assist greatly in eliminating accidents to passengers iu the dining room during meal times. In addition, extreme care must be taken irt the preparation of the food, not with reference to its tastiness so much--as a safety exponent cannot instruct a chef how to broil steak or chicken--but with reference to the presence of foreign substances liable to cause injury to mouth, tongue or throat. A wdl stocked first-aid cabinet should be on each vessel in the custody of some officer who should be well versed in tlie administration of first-aid. This is espe cially important on vessels making short coastwise trips where a physician is not a part of the ship's crew. When the passenger disembarks, we must use the same precautions Ukcn to get him aboard. Gang planks, pasiageways, and exits should be dean and free front obstructions. If it is necessary for the passenger to walk on a part of the pier that is frequented by freight handlers, trucks, or taxicabs, the pier superintendent is required to provide proper protection. When our thoughts are directed toward safety, we arc always mindful of its primary purpose; the saving of life and limb and of costly misery and suffering; foot there arc few executives who do not also measure the success of their accident prevention work with the dollar sign. It is ajsparcnt then that any measures taken toward cutting the expense incurred through settlement of claims by passengers, is of necessity a part of the safety committee's work. There are many instances in which no bodily harm comes to a passenger, yet where he or she Is often ready to grasp the opportunity to make the ship operator foot the bill for a new suit, hat, dress, or some other article of personal property. Marine Section Safety Contest Following delivery of the above paper. Chairman Hunter asked for a report from the special committee appointed to confer with a committee from the Petroleum Section on the placing of the oil tanker fleets m the Marine Section Safety Contest for 1533. H. J. Heidorn reported that the two committees, meeting jointly, had readily agreed tlsat the tanker fleets should be included in the Maine S<.*cton Con test next year. Tire following conditions, however, had been asked by the Petro leum Section: Cl) That the tankers be included in a separate contest group: (2) That whether or not there were two fleets entered there should be a special plaque for the winner of the tanker group: nod (3) That the statistics for the tanker group be sent to the Petroleum Section so that the statistics of that section for the entire off group would be complete. The report of this committee was formally accepted and adopted by (he Marine Section delegates. WEDNESDAY MORNING SESSION , October 5, 1932 General Chairman Hunter called for the report of the nominating committee, and new officers were elected for the ensuing year as follows: General Chairman--Frank H. Cogan. The Delaware, Lackawanna Sc Western Rail road Co.. Hoboken. N J. I'ice-Chetirman (i charge of fosters amt slides)'--Robert F. Hand, Standard Shipping Company, New York, N. Y. Vice-Chairman (/ charge of publicity)--Arthur M. Tode, Consulting Marittc Engineer, New York, N. Y. Vice-Chairmen {for the Pacific Coast)--Byron O. Pickard, Pacific American Steamship Association, San Francisco. Calif. 240 Twenty-first Congress--National Safety Council Secretary--Czrl W. Cetti. New York State Merchant Marine Academy, New York City. Xats-Leticr Editor--Heiirjr Blackstone, United States P. & L Agencv, 3nc_, San Francisco, Calif. ' Engineering Committee Chairman--B. C Edwards, Grace Line, New York, N. Y. .1/emhcrshif> Committee Chairman---W. E. Siewardson, Colombian Steamship Com- l^any, New York, N. Y. . Program Committee Chairman--Fern Wood. Moore & McCormack. Inc.. New York, N. V. Statistics Committee Chairmen--Benjamin H. Self, Travelers Insurance Co., New York. N. Y. Stevedoring Committee Chairman--F. C. Gregory, United States Employees* Com pensation Commission, Washington, D. C. Members at Large; W. P. Biggs, Navy Department, Washington, D. C." A. R. Bush, International Flare-Signal Co*, New York. N- Y.j E. W. Fiske. Jr., Standard* Vacuum Transportation Co., New York, N. Y.; Chork* H. Flatheri, Eastern Steam- slwp Lines. Iikm Boston, Mass.; F. P. Fotsie, Shipping Federation of the State of Washington, Seattle. Wash.; J. M. Gruer, Alabama Dry Dock & 'Shipbuilding Co,, Mobile, Ala.; Wm. Groundwater. Union Oil Co. of Calif.. Lo* Angdes, Calif.; E. C. Holden, Jr.. United States P. & I. Agency, Inc., New York, N. Y.; J. S, Hunter. The Atlantic Refining Ccfnjiany, Philadelphia, Pa.; W. P. Kain, Shipowners Claims Bureau. Inc.. New York. N. Y.; W. A. Kiggws. Jr., A. H. Bull & Co.. Inc., New Yorfc, N. Y.; R, K. Kdly, TWe Water Oil Co., New York, N. Y.; Janies Kennedy. Gulf Refining Co., New York, N. Y.: J. L. Luckenbach, American Bureau of Shipping, New York, N. Y.; C. V. McCormick, Chics Service Trausj>octatk.'n Co., New York, N. Y.; H. W. Proom, Black Diamond Steamship Corp,, New York, N. Y.; E. J. Robeson. Jr., Newjxwt News Shipbuilding and Dry Dock Co,, Newport News. Va>: J. K. RoWscn, Sinclair Navigation Co., New York. N. Y..; J. G Rohtfa, Standard Oil jConqiany of Calif.. San Francisco. Calif.; H. L. Seward, Yale University. New Haven. Conn.; A. J. Smith. Marine Office of America, New York, N. Y.; J. H. Tomb, New York State Merchant Marine Academy. New York, N. Y.; A. O. Wotl, General Petroleum Corp* of Calif., Terminal Island, Calif.; John Wright. American Export Line. New York. N. Y.; G, D. Zb, Associated Oil Co., San Francisco, Calif. cn. -p.-- M Cleaning and Gas-Freeing Cargo Oil Tanks ' To.^<fe=> By A. B. BUTTERWORTH President, Butterworth System, Bayonne, New Jersey The speaker said i part: The Butterworth system of cleaning oil tanks was developed to meet the necessity of providing safe and economical means of effec tively cleaning the tanks of bulk oil carriers. The system is one in which heated water is directed upon the interior, surfaces of the tanks by means of high pressure streams front two revolving nozzles. These nozzles are part of a machine that is lowered into the tank through an opening in the top; the nozzles are arranged to turn simultaneously and slowly in horizontal and vertical planes, so that the water streams from the nozzles are eventually directed upon the entire interior surface of the tank.. Tlie nozzles are actuated by a water motor located above the tank top and having an extension drive attached to the nozzle actuating gear. The water for operation of the motor and for supplying the nozzle jets is obtained from the vessel's fire-tine. . For most efficient cleaning operation, the water is heated to a temperature of approximately 105 degrees Fahrenheit and supplied by a fire or general service pump at a pressure of approximately 173 pounds per square inch in the deck fire-line. Marine Section 241 During the cleaning operation the tanks are welt stripped, keeping the bottom free of water, thus realizing the full force of the streams on the tank bottoms, which results in the breaking up of rust scale so that it is pumped out with tlie water. The arrangement for supplying hot water to the machines takes advantage of ex isting tanker machinery equipment. The practice of steamers is to utilize the overhead discharge water from the main condenser and reheat this in the evaporator, the outlet on the top of the evaporator being connected to the section of the fire or general service pump for discharge into the fire-line. A steam augmentcr may be provided on deck if necessary. In motor ships & coffer dam or other convenient compartment fitted with heater coils may be used to heat the wash water. The water from the tank, being clean, is returned to the coffer dam or compartment bemg used, thus providing a circulating system. When cleaning tanks from black to refined oil it is sometimes necessary to wash tanks with kerosene or furnace oil. The comparatively small amount of cleaning oil required any be circulated through the cleaning maclucies at high jircssure. The greatest exploskm hazard on oil tankers exists after the discharge of cargo and before the tanks are cleaned and gas freed. The Butterworth system eliminates all hazards common to other methods of tank cleaning. It ts unnecessary to open hatches or have workmen, tools, or portable lights in tanks until all tanks ami pipe lines arc gas free. As the tanks remain closed, no vapors or explosive mixtures of gases are permitted lo escape on deck. The water from the washing machines operating in closed tanks acts as a spray and absorbs or condenses the gases and vapors which are removed from the tanks by means of the stripping pumps. Only the tanker personnel are required for cleaning operations, it being unnecessary to erapky shore labor. It is practicable, therefore, for ship owners to completely gas-free vessels before sending them to ship yards for any repair work. By this system a huger tank can be thoroughly gas-freed in from 23 to 30 hours. It can be converted from black to refined oil in about eight to twelve days. The length of time required for gas-freeing or cleaning depends upon conditions of tanks and kind of off previously carried. Training of Officer Personnel for the American SSerchant Marine By CAPTAIN J. H. TOMB U. S. Navy, Retired, SuperinUodrot, New York Merchant Marine Academy, New York City The speaker said in part: in the merchant marine profession specialization is carried to an extreme primarily because it is the most conservative profession on earth, strong in the romance of the post, little concerned with the developments of the future, and each specialist taking pride in the fact tliat other branches of the marine profession are none of his business. ,_ But die time has come when we must provide facilities for a thorough education covering the whole marine field for the young man eager to go down to the sea m ships. World wide competition m the merchant marine is the keenest of any business, and In order for our merchant marine to survive and to bring national prosperity, this education becomes of vital importance. It requires more tlian ability as a mariner to counterbalance the lower wages and lower living scale of foreign competitors. We should have the finest technical beams available In this field to gain world wide acknowledgment of our superiority as ship operators. To accomplish this purpose the merchant marine academies are as essentia! for the American Merchant Marine as the Naval Academy is to the U. S. Navy. In each merchant marine academy ile course should be four years and the curriculum should embrace the following subjects: seamanship, navigation, marine engineering, 242 Twenty-first Congress--National Safety Council electricity, ship refrigeration, ship structure and stability, cargo stowage and termi nal iterations, English,. a foreign language, preferably Spanish, economics of foreign trade, economics of ship operation, maritime law and marine insurance and ship's business, machine shop practice, lifeboat exercise under oars and sails, signals by flag and semaphore and blinkers, radio, and ship hygiene. Any merchant marine academy shore base should be close to a large overseas shipping center to enable the student body to obtain practical training tu port terminal operations, cargo handling, machinery overhaul and up-keep, and in paper work involving ship operation and clearance. The base should be on water from property with deep water approach to enable the training ship to moor at the base and should be in protected waters to enable instruction to be given in all weathers m life boats under oars aod sail. The land area should cover at least 50 acres to allow for expansion of future activities such as aviation for ships to shore flying and vice versa, etc. Athletic facilities are of prime importaice for American red blooded youth. It will take more than an able mariner, marine engineer, or business executive to All our requirements, as the ship's officer, home executive or foreign agent can be our best ambassador of foreign trade. The ablest mariner, engineer or business executive may drive away trade through lack of personality, courtesy, tact and human sympathy. Thorough professional education of the whole marine held is a prime necessity for all around success. Emergency Illumination and Signalling By A. F. HUBBARD President, International Flare-Signal Company, Tippecanoe City, Ohio The speaker said in part: The practical value of a distress signal is entirely proportionate to die distance that It must and can be seen, and while rockets are more desirable im this respect than the hand torch, the relatively short deration of flight and burst obviously limits the effectiveness. The use of rockets is wholly impracticable from some crafts, " Even under ideal conditions, the hand torch type of signal cannot be seen for more than five miles at sea, as the natural curvature of the earth will blot out the light so completely that not even a glow can usually be seen below the horizon at that distance. .Brilliancy of the light is also a prime factor. It is, therefore, obvious that to afford increased efficiency in range of visibility, a distress signal must have the beiwfit of as much elevation above sea level as possible. An aerial flare is now available that can be projected to an attitude of over 250 feet, at which print a parachute suspended red light Is expelled, which affords more than 20.000 candle power, and has been picked up, according to tests made by a number of commercial steamship operators, at distances varying from 15 to 30 miles. As a matter of fact, extensive tests by the U~ S. Coast Guard, who have adopted this aerial type of flare as standard equipment for all of their boats, have proved consistent visibility of more than 25 miles under normal conditions. In one instance where the observer was m an aeroplane, one of these red .parachute flares was located 36 miles away. A radius of even 25 miles, however, means an area of visibility of almost 2,000 square miles, which is 2,500 per cent more efficient that the ordinary Stand torch signal, I have no, accurate data comparing the visibility range of a rocket with one of these parachute flares, but the duration of visibility of the latter is obviously much longer and the value as a signal thereby greatly enhanced. The convenience and safety of operation of the parachute flare fa also far superior to a rocket. It may be pertinent to mention one marine disaster where Ac availability of efficient pyrotechnic signalling equipment would unquestionably have saved lives and greatly expedited the work of rescue--the VestrJs, winch sank in November, 1928. Marine Section 243 about 240 miles ofi tire Virginia Capes with a loss of 110 lives. There can be no doubt that, if the life boats had been equipped with the aerial type of flares, instead of fram-t torch signals, the work of rescue would have been immeasurably facilitated P#t the loss of life from exposure alone greatly reduced. The survivors from boat after boat related heart-rending tales of seeing the lights of certain rescue ships and tbe failure of their own hand flares to attract attention because of the limited radius of visibility. Medical Services for Seamen By C. W. SANDERS Director, Sta Service Bureau of the XJ. S. Shipping Board oo the Physical Examination of Seamen, Washington, D. C. The speaker said in part: Annually the United States Public Health Service expands millions of dollars far the treatment of diseased and disabled American seamen, a service that fa supplied without cost to the seamen themselves. It has beeq found through years of experience that it fa a decided advantage to have all. seamen undergo a thorough physical examination before being employed. The United States Shipping Board established a Sea Service Bureau in June, 1917, the function of which is to select healthy and competent seamen for positions aboard ship. Attacked to cadi Sea Service Bureau tu the larger shipping ports fa an ex amining physician who gives each applicant for a position a thorough physical examination. If rejected he fa informed as to the nature of his physical defects and advised how to have them corrected. Often he has serious defects that he doesn't realize. For instance, detective vision, which could readily be corrected by proper glasses; or he may have a hernia which could be corrected by on operation* A continuous service and health record of each applicant fa kept on file and if a teaman fa rejected as the result of a physical examination all other branch offices of the Sea Service Bureau are notified and the applicant fa not employed until the physical defect fa corrected. Economically this preliminary physical examination fa of great value and effects tbe following savings for ship owners: (1) It insures seamen who are physically sound, thus reducing crew turnover and rendering it unnecessary to break in as many new seamen as was previously the case. (2) It saves large sums of money that were formerly paid out in fraudulent claims for alleged injuries, Iiospifal and maintenance bills,, etc. (3) It prevents spread of disease, particularly venereal disease, among the shore population, both at home and abroad. Our employment records for the post two years show that 40 per cent of oar rejections are for venacal disease. This, of course, does not represent the total percentage, as a number of ship owners place men aboard their ships -without any physical examination whatever, thus allowing infected seamen to spread disease nationally and internationally. From an economic standpoint this large percentage of venereal disease among seamen fa very wasteful, since H necessitates enormous expenditures of money in settlement of claims for compensation, wages, hospital treatment, maintenance costs, and labor turnover. It is a foregone conclusion that ship owners who place seamen aboard their ships without physical examination will incyr a much larger percentage of the foregoing costs than those concerns which do have the men examined. Tbe United States Public Health Service has charge of the medical treatment of team*g on shore, and fa handling it admirably where they have sufficient trained personnel and hospital accommodations. In my opinion there should be a stand ardized treatment for syphilis and gonorrhea, with an arbitrary criteria for cure, before a seaman is discharged and given a certificate as -'fit for duty"; the seamen 244 Twenty-first Congress--National Safety Council *hcndd be required to produce tfus certificate before again being shipped- It is not necessary that all patients erf this dais be hospitalized; after being discharged as ambulant, they could report daily to United States Public Health Service dispen saries and hospitals and m this manner their improvement and progress could be noted until such time as they were entitled certificates reading `'recovered/' or "fit for duty.** The Navy and Safety By F. M. HOBSON Bureau of Construction and Repair, Navy Department, Washington, D. C. The speaker said in part; The Navy functions ashore, afloat, under sea, and in the air. When this scope of its operations is considered, coopted with the fact that all adopted measures and practices must.contribute 10 and not detract from the fighting efficiency of its ships or personnel, it will be obvious that the development of suitable safety devices and die promulgation erf practical protective measures is sometimes difficult. However, the problem is receiving constant attention and the effectiveness of measures adopted has been evidenced by a marked reduction in acci dents and casualties to personnel. At shore stations standard safety instructions have been promulgated and now govern the operation of all work Involving hazards to life and limb. Special equip ment has been designed for eye and chest protection of personnel engaged in oxy- acetylene or are welding and cutting and allied work. Special devices for protecting respiratory organs of workmen, whose duties may require extensive stays* in un ventilaled spaces, are provided. The wearing of these devices and adhering to the safety rules and regulations in the performance of particular classes of work have been made mandatory. Promoting the safety of our submarine personnel has proved a particularly difficult problem. Accidents on crafts of this type may occur through explosions, collisions or faulty operations. Danger from explosion has been considerably reduced by the enforcement of precautionary measures to govern the recharging erf storage bat teries and ventilation of the compartments. Also the recent development of an accurate and reliable hydrogen detector, ft is believed, will contribute considerably to the j(revert*ion of the accumulations of explosive mixtures of hydrogen ami oxygen aboard vessels of tins type. Since the tragic sinking of the submarine S-4, the Navy has developed and Issued to each submarine, escape apparatus which in case of disaster will, with reasonable safety, permit individual members of the crew to immerse and ascend from the vessel. In addition, the Navy lias developed rescue chambers which exhaustive tests have proved to be practical for effecting collective rescoc or rescue of individual members of the crew* who may have been rendered helpless by the sfrihMg and imabte to use the individual escape ajjpamlm. The rescue chambers are lowered by the surface rescue ship to the escape hatches on the submarines, contact being maintained by especially designed operating gear fa the rescue chamber. After malting tins contact, tlie escape hatches are opened, the occupants of the submarine compartment beneath entering the rescue chamber, afterwards the hatches are closed and the chamber hoisted to the surface. The Navy also now has one submarine rescue and salvage vessel perma nently to cadi submarine base. These vessels as fined oca can not only supply fresh air and even liquid food to personnel who may be entrapped fa sunken submarines, beat has all facilities for immediately starting tiw raising of the vessel. Periodic exercises m locating sunken submarines and readerfag first-aid to entrapped crews are a part of the regular curricohma of these Kitfli In the youngest branch of the naval service, naand? ariatico. efforts to promote die safety of personnel have been no less than in the other branches. Rigid physical Marine Section 245 examinations and tests to sltow the general mental, physical and psychological re actions to the abnormal respiratory conditions encountered fa flying are among the measures taken to determine the acceptability of personnel for this work. Con tinuous investigation into various safety devices that may contribute to the safety oi these aviators is being made. The extent to which naval aviators can be encum bered by the wearing of such devices without detriment to operation of the plane is limited. However, where practical devices for this purpose have been developed they have been adopted by the Navy and in such eases, as for example the parachute, their use b made mandatory. . In regard to seagoing1 vessels' rigid regulation* for prevention of fire are im portant. Special precautiooery measures in refueling ship's motor boats have been established to govern the operations of these boats. Improved systems of ventilation promote the health of the crew. Safety rules and regulations tending to eliminate the danger whkrh has hitherto existed itt the entrance and working of pcracmitcl in fuel oil tanks and other confuted or sealed spaces are rigidly enforced. THURSDAY MORNING SESSION 1 October 6, 1932 This meeting was opened with an exhibition of marine devices by their Inventor, Doctor George Hunt of Washington, D. G, who gave an interesting talk on the successful trials which hod been made with them. Reports of standing committees were then received. The regular program of papers was then presented as follows: Accident Experience in the Marine Industry During 1931 By BENJAMIN H. SELF Chairman, Marble Section Statistics Committee The speaker said in part: Shipbuilding and repair yards and tanker fleets oper ated by petroleum companies furnish the greatest part of the accident experience of the Section at the present time. For 1931, we have the records of 26 ship building and repair yards with an exposure of 107,006,000 man hours, and 15 tanker fleets with an exposure of 21^000,000 nuu hours; the experience of the entire sectfoil, therefore, is heavily weighted by the injury records of companies fa these two divisions. The kitonmalion which we have available now indicates that the con tinued development of our statistics will prove of real practical value to individual members and to the Section as a whole. __ Marfac operations ashore and afloat involve a serious accident prevention problem. Tankers, for example, averaged 20.03 in frequency and 4.43 in severity; these rates being considerably higher than the average of 15.12 and 1-72 for industry as a whole. The same is true of shipbuilding and reoatr yards whose average frequency was 25jOI, and severity 2.41. While we have trie records of only two companies operat ing liners, the averages of 47.16 for frequency and 11.13 for severity were high. The high rates In the various divisions gave the Section the low standing of 23rd in frequency and 24th in severity among 28 major industrial divisions. _ An examination of the 1931 experience shows that injuries probably jeost marine companies snore than average sums fa compensation, insurance, and otherwise. Our 1931 fatality rate was exceeded by the rates of only five other industries, and the severity of permanent partial disabilities is also above normal. Wc also have ja severity rate of 0.59 for temporary disabilities, as against the average of 029. Evi dently marine companies are paying dearly for minor cases. Most industries have found It easier to reduce temporary disabilities than permanent partial disabilities and fatalities. 246 Twenty-first Congress--National Safety Council We have 36 organizations with an exposure ol approximately 120.000.000 man hour* that Have reported in both 1930 and 1931. With the exception of fatalities, thcJr records show substantial improvement in elianitiat injuries of different types. Sharp reductions occurred *rt the freqtnency of both permanent partial and temporary disabilities m 1931, and these were accompanied by reductions in the seventy of each type of injury. On the whole, therefore, we can consider the progress satisfactory. I wish to emphasize the importance of reporting every year. Each member should not be satisfied with comparing has own record for the current year with the past year but should report to headquarters and have hi* record included In "Accidental Injury Sates m the Marine Industry**--the Council's publication giving the standing of each reporting member. This is one of the best ways of checking your accident prevention activities and sizing up the situation among your employees. In addition, a summary of a!! this work gives the Section results of our entire group from year to year. Our goal, of course, is the etimmatioo of all accidents. Some of our members deserve special commendation for the strides they have taken so this direction. Over one hundred stevedores employed by the Atlantic Coast Line Railroad at Norfolk, Virginia, lor example, achieved an exceptional record during 1931; these men worked 267,000 hours without s single lost-time injury. The hazards involved in shipbuilding and repair operation* are serious, but these did not prevent the U- S. Navy Yard at Mare Island, California, from achieving a frequency rate of 621 and a severity rate of 020; these rates would bq satisfactory for an organization engaged in much less hazardous work. For vessels afloat, the low frequency rate of 1021 for the tanker fleet operated by the Union Oil Company of California, and the low severity rate of 0.88 of the Sinclair Refining Company, show what can be done in this branch of the marine operations. An examination of other records reported for 1931 shows ample room for im provement. One large shipyard, for example, had a frequency rate of 30 00 against an average of 22.7ft, and a severity rate of 5.00 m comparison with the average of 2.40. I do not believe that any safety engineer or company executive should feel satisfied with worse than average rates. Some have realized their situation and taken action. In 1930 one member had a frequency rate of over 80 ami a severity rate above 7; but In 1931 these rates had dropped about SO per cent. This company undoubtedly collected a good profit on Us accident prevention work. There are 103 companies in the Marine Section and each one knows exactly what Its profit or loss at the end of the year. Also, each one knows why he has made or to&t money. The men whose jobs involve the safety of the company's employees should have similar facts to guide their work. This means keeping and making full use of accident records. Rules for the Construction of High Pressure Marine Boilers By b. N. HOOVBR Assistant Director, Bureau of Navigation and Steamboat Inspection, Washington, C. The speaker said in part: The success of the high pressure boiler in its applica tion to ship -propulsion has amply justified the expectations of its advocates. A conservative estimate of relative efficiencies of the older type of boiler installation using saturated steam at a pressure of 150 pounds per square inch gives a fuel ofl consumption of about one and one-half pounds per horse power per hour for all purposes; whereas die modem boiler installation, using steam at a pressure of 400 pounds per square inch and a total temperature of 750 degrees Fahrenheit, shows a fuel oil consumption of about .63 pounds of fuel oil per shaft horsepower per hour Marine Section 247 for all purposes. In the early stages of the development of High pressure boilers, it was feared by many that in raising the pressures to more than double what was commonly used, disastrous explosions might occur. These fears, however, have proved groundless, as demonstrated by the fact that pressures up to 1400 pounds have been used in land practice for several years with safety. So fang as tfte same factors of safety are adhered to as were used in the lower pressure boilers, such disasters are not likely to occur. For the foregoing reasons the Steamboat Inspection Service began the preparation of a new boiler code and exhaustive study was made of all existing boiler codes, including the Classification Society Rules, the British Board of Trade and the Boiler Code of the American Society of Mechanical Engineers. A preliminary draft was prepared and in view of tl>e trend to liighcr pressures, it was based in the main upon the Boiler Code of the American Society of Mechanical Engineers. This draft was first read at a public meeting of the Beard of Supervising Inspectors in January, 1929. The final rules adopted, as approved by the main `committee, arc arranged in two major divisions namely, Rule I and Rule II. Rule I covers material specifica tions. process of manufacture, tests and inspection of material, and official records of such tests. It is divided into 20 sections, the first comprising general instruc tions as to classification, tests, inspection and official records of materials; and each succeeding section being a complete material specification. Rule II covers the design and construction of boilers and unftred pressure vessels and their accessories, as well as their installation and inspection. It also contains a complete code governing the construction of fusion-welded boilers and pressure vessels and a complete modern marine piping code. Rule-I--Material Specifications The advent of the modern high pressure boiler created the demand for a better grade of materials. Heretofore, only those plates wluch were subject to tensile stress arid, in certain instances, stays and stay bolts, were actually tested by the service. But with the ever increasing demand for higher pressures, it was essential that all materials used as pressure parte in boiler construction should be tested, inspected and stamped by a duly authorized inspector. In line with tins, all plates, seamless drum forgings, stays, braces, stsyboks, and rivets have been graded as class "A" materials, and all materials so graded are subject to test by the Bureau. All other material Is graded as class "B" and accepted upon the certification of the manufacturer, who is held responsible by the Bureau for the quality of his product which is at all times subject Co a check tip by the Bureau. The specifications in all cases provide for a better grade of material than has hitherto been required, and for all pressure parts coming in contact with super heated steam, the use of forged cr cast steel, or their equivalent, is required, and the use of inferior materials, such as cast iron, etc,, is strictly prohibited. One of the striding principles of the committee was that under no circumstances .should safety be sacrificed to reduce cost of construction; but, rather, to develop a set of rules hi which at a minimum cost the maximum of safety would be* obtained. Therefore, special specifications were zealously avoided, and the standard specifica tions a$ approved, with one exception, are those of the American Society for Test ing Materials, slightly modified to make them workable at inspection specifications- The benefit to the industry and all other concerns of having these specification* included in the general rules and regulations Is readily understood. It enables the boiler manufacturer to select the material from which the boiler is to be constructed, and the steel manufacturer to know exactly what material he must furnish, both with the assurance of acceptance by the Bureau. Tl*e specifications are recognized standards, and may almost invariably be ordered from stock, thus obviating unneces sary delay in effecting delivery of material before construction may begin. Further- 248 Tuvnty-first Congress--National Safety Council more, should & ship be m a foreign port, and certain, repairs and replacements be needed, it would be comparatively easy to secure the proper materials for such repairs or replacements to conform to these specifications. There would as well be less likelihood of question regarding the suitability of this material on the part of inspectors of this Bureau when the ship again returns to the United States, It should be borne in mind that the specifications as given are minimum require ments. and that the use of better materials is not prohibited. Moreover, a danse inserted in Ride I. Section 1* permits the use of improved materials which may differ from those given in these specifications, provided scientific data and correlative fads are submitted to establish their suitability and absolute safety. Rule II--Dsi|n and Construction of Boilers and Pressure Vassals Rule II contains complete instructions for the design, construction, installation and inspection of boilers and pressure vessels. In this ride, as k Rule I, the committee Has striven to make the instructions as char and concise as possible. Each section defines with exactness what is meant by certain terms, and illustrates a number of the definitions with sketches. Graphs aod tables have also been in cluded to assist in making computations. The required factors of safety imposed for various types of boilers are also stated. The formulas have been selected for brevity and sbnidicily, atvd, although they differ from those given in the Classification Society Rules, they are formulated with a view to requiring the same commercial standard of material; that is, shell plates are manufactured to sixteenths of an inch, this being the manufacturing practice, and plates ordered for certain thickness accord ing tn Rides I and II will meet the requirements of the Classification Society Rules, ami vice versa. Welding Code The upward trend hi pressures and the resulting increase in thickness of boiler plates made riveted' joints, in some instances, impracticable, ami rendered it im perative other means be employed for jorainjf boiler plates. The art ol fusion welding has developed rapidly, and it has been demonstrated that it was possible, with the covered electrode and the magnet>c-cotrtroHed arc, to produce sound welds having; in many cases, a relative strength greater than that of the base metal. Furthermore, adoption of the method of rooking X-ray photographs of the welds to detect flaws, and an elaborate system of tests further to ascertain the integrity of the welds, had eliminated to a great extent he hazards existing heretofore. The American Society of Mechanical Engineers had recognized the value of welding ami had drafted a aide to govern the construction of fusion-welded boilers and pressure vessels. The United States Navy, in line with their progressive policy with respect tc improved methods of construction, had sanctioned the use of fusjoawelded boilers. The Committee to Coordinate Marine Boiler Rules, being cognizant of the fact that any code which did not cover the construction of fusion-welded boilers and pressure vessels would- be obsolete before it could be printed, decided to Include in its code rules governing construction by this process; and fur this purpose a special committee of the American Welding Society, known as the Sub Committee on Marine Boiler* of the Committee on Welding in Marine Construe* flow. of which sub-committee Doctor A. S. Jacobus was chairman, met sod formu lated a welding code, based principally upon the American Society of Mechanical Engineers Code for the Construction of Fusion Welded Vessels. These rules for welding were approved by the main committee and designated as Section 20 of Rtric ir. A code for pressure piping was also developed in accordance with the best modern practice, and designated as Section 19 of Rote II. Thus, tentative Rules I and II of the General Rules and Regulations cover Marine Section 249 material, design, construction, workmanship, installation, tests and inspection of all boilers and oafired pressure vessels and their accessories, including the complete piping system of the vessel. It has been the endeavor of the committee to make the iostructfoits complete and so comprehensive as to secure uniformity of practice and avoid misunderstandings which might arise between boiler designers and local inspectors. The code is now completed, and in its present form lias been tentatively adopted by the Board of Supervising Inspectors. Before it can be officially adopted in its entirety as Rules 1 and II of the General Rules and Regulations, legislation' must be enacted by Congress to authorize the Board of Supervising Inspectors of the Bureau of Navigation and Steamboat Inspection to amend or repeal any or all provisions of the present Rules as are specified in statute law.. It is. therefore, earnestly hoped that Congress will pass the necessary legislation at its next session, and thereby permit this progressive and much needed reform to become effective. Safety from an Operator's ViewpointCS-*^ fD f": ' By COMMANDER B. C. EDWARDS IT. 8. Navy Retired; Port Engineer, Grace line, Now York, N. Y. The speaker said in part: To the employer who gives the subject of safety due consideration and calm meditation, it opens a new and xmvrorked avenue of in creased dividends and greater production coupled with a reduced insurance rate and happier employees. . To the cmpkgrce it should mean a more comfortable and less nerve r&ckiuu labor period and leisure time not hampered by bandages and crippled member* of the human body. The shipping industry, whether It pertains to ships or their cohorts, piers, cargo, dock yards or ship yards, is or should be vitally interested m the question of safety, both from a personnel and equipment or property standpoint. Very few lines of Indus try are so open or so subject to personnel and property accidents as that of shipping. It has written oti the pages of time and in red letters a stupendous loss of Vile, property and monies, much ol which couid have been avoided. On exaratinattafl of the shipping industry, with special reference to accident causes, we find that they arc divided into several definite classes, as follows: (1) Failure of equipment, improper supervision, or improper equipment for the projected work: (2) The human factor, or failure of the man or men involved. We then have to consider the various departments Involved lei tills marine Indus try as follows: (1) Piers, which in turn involve cargo handling and equipment and personnel; (2) Ships, involving cargo handling and men; (3) The vessel's physical operation, including crews and equipment; ship's passengers: and the ship's cargo, which nay be especially hazardous, such as oils, and the by-products of oils- The speaker then dealt specifically with each division of his subject as outlined and cited a m eat number of instances where accidents were caused, chiefly through failure of the human dement in providing and carrying out adequate safety meas ures. ' Safety programs and practice, continued the speaker, should not be like "Topsy**-- just allowed to grow; on the contrary a carefully thought out plan should be laid cfown and followed. Here is a working plan as carried out by one large ship operator. A shore committee directs the safety program as a whole. There is a ship com mittee on each vessel. The shore committee consists of tlie marine superintendent and claims department head, the port engineer, the port captain and the port steward. The ship's committee members include the captain, chief engineer, chief officer, chief steward, purser and doctor. They proceed as follows: U Vo 250 T-wcnty-first Congress--National Safety Council The .ship's committee meets weekly beginning with the first full day out of port. Each department bead reports all accidents in his department, the probable cause, and suggests a remedy. The case is discussed by all and a final decision agreed on. The doctor reports the physical results of all accidents and states wliether- or not, mi his opinion, the man's physical condition was responsible tm whole or port. On the vessel's arrival at home port, these reports of the meeting* are submitted to the marine superintendent and claims head, who study them and decide upon the action to be taken. The second day in port the shore committee and the ship committee inert together to discus* the cases and remedies as agreed on are carried ouL At this meeting also reports of accidents on other vessels arc discussed and measures arc taken, if necessary, to prevent a duplication. This shore committee is also responsible for safety on the company's piers. This plan has worked very well and has cut down accidents to a low figure. Marine Section Safety Contest The session closed with the presentation of awards to winner* in the first Marine Annual Safety Contest, sponsored by the National Safety Council. The awards, consisting of harsdsocne plaques to the winners of first place m the various divisions, and certificates to worthy contestants m each division, were presented by A. M. Tode, Consulting Engineer, New York City, and member of the Executive Committee of toe National Safety Council. In the shipbuilding division, the plaque for first plate was presented to the Atlantic Coast Lmes Railway, Marine Department, at Norfolk, Virginia and was accepted with an appropriate talk by Robert Scott, safety director for the company. Certifi cates of merit in tots division were presented to the Marine Divison of the Buffalo, Hamilton and Ontario Railway, Ontario, Canada and to the Atlantic Coast Lines, Marine Division, at Port Tampa, Florida. In the slilpbmlding and repair division toe plaque representing first place was awarded to the New York, New Haven aid Hartford Railroad and was by Joseph A. Clancy, safety representative for that company. Certificates of merit were awarded to the Crane-Erie Basin Yard of toe United Dry Dock Company, Brooklyn, New York, and to the Norfolk Yard of the U. S. Navy. The 2832 meetings of toe Marine Section were brought to & ctoee by a few well chosen words by the retiring General Chairman, John S. Hunter, who expressed his gratitude to all committee members, speakers, and friends who bad contributed to the advancement of the Marine Section daring toe past year; he then turned the card over to toe new General Chairman, Frank H. Cofia. Mr. *>. in a brief *cht accepted the responsibilities of the Chairmanship for the coming year. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL 0^ Meat Packing, Tanning and Leather Industries Section Officer* 1931-32 General Chairman--Hexey D. Tefft, Institute of American Meat Packers, Chi > cago, UL Vkc-Chwrmort o*d News-Letter Editor--Habry W. Ekths, Brown Shoe Company, St. Louis, Mo. Secretory--Jornt* I^auzmmah. Armour and Company,, National Stock Yards, 1U. Chairman Posters, Slides and Safely Kinks Committee--Louis E. Kasim, The E. Kahn's Sons Co., Cincinnati, Ohio. Chairman Program Committee--Huantr L. Clove*. International Shoe Co.. St. Lotto, Mo. Chairman Membership Committee--B. M. Boyce, The Ctidahv Packing Co.,, South Omaha Station, Nebr. Chairman PuhUeity Committee--J. L. Nstsox, Tanners* Council of America, Hew York, N. Y. Chairman Engineering Committee--Hasolb M. Toombs. Armour and Company,, Odrago. III. Chairman Statistics Committee--A. J. DirrMea, Gatinarm and Company* Chicago, III. Members oi Large-- N. L. BmuMAJtD, Swift & Company. Chicago. III. A. B. DtumcmiD, Wilson & Co., Inc., Chicago, III. E. E. Draws, Libby* McNeill & Libby, Chicago, IU. W. F. McClzllait, Armour and Company, Chicago, 111. Dkak Mo*rEY*iAXB, Internationa! Shoe Company. St. Louis, Mo. TUESDAY AFTERNOON SESSION October 4, 1932 The first session of the Meat Packing, Tanning and Leather Industries Section convened in toe Wardiwan-Park Hotel with W. F. McClellan, Armour fic Company, Chicago, presiding. After a brief paper, prepared by General Chairman Tefft, ,-sr^jr.mp a report of the activities of standing committees, the acting chairman Introduced the first speaker. 251 252 Twenty-first Congress--National Safety Council Common Sense in Bulletin Board Publicity for Safety By R. T. SOBEN5TEN Vic* President, Elliott Service Co* Inc., N*w York City The speaker said in part: The bulletin board is so economical to maintain, sc effective in its influence when properly posted, that it has come to be regarded as an indispensable medium of safety publicity. Rightly used, it is the voice of manage ment projecting itself into the plant, warning, reminding; instruction, encouraging, and inspiring the employees to put forth greater and more sincere efforts to avoid accidents. Your bulletin board thus becomes a channel for the expression of lead ership and influence, and the scope and character of that influence will depend only upon how you talk to your employees and what you say to them. It will depend, in other words, upon what you post on the bulletin board. Tlte experience of the safety movement has proved conclusively that illustrated safety bulletins and posters constitute the beat material upon which the safety en gineer should rely for his principal form of bulletin board communication. When prepared in accordance with correct advertising principles, they attract attention, hold the reader's interest, put over the message, and get the reaction desired. Generally speaking, safety bulletins or potters have four functions. If a bulletin does not perform one or more of these, it is not worth posting. The first function is to stimulate safe thinking. If you can put up a poster that will make a man think what an accident might nxrau to him and his family, and will make him take the lesson to heart and apply it in his work, you are doing good safety advertising. If >ou can show him, day after clay, that you are aiming not merely at production, but at safe production, and if you can give him some new thought which will arouse his imagination and hdp him to apply safely principles, you will go far toward developing in him mental habits which become his automatic guide for safe work. Tlie second function of a safety bulletin is to create good will for the accident prevention work you are doing. In many Industrial plants there are still some men who are prejudiced against such work, and others who may be indifferent or merely lukewarm, men who are not actively opposing your efforts, but who are maintaining an altitude of passive resistance, who have yet to be fully sold on the plant's safety activities. It is fair to say that the constant influence of safety posters will tend to break down this type of resistance, because they will point out to the worker how easily accidents may occur, remind him that no one is immune, make him think- of the consequence to him and to his family if he should be in jured. describe how other workmen worthy of bis respect hare saved themselves from injuries, and convince him that safety work is not a fad. but that it is a universally accepted principle of efficient industrial management. Tlw third function is to instruct workers in safe practice# and to warn them against the hazards of unsafe practices. A poster, however, is not a book of instructions, nor can it take the 'place of a more nearly complete discussion such as is suitable for publication irf the plant magazine. Best results arc obtained when posters or bulletins arc brief and to the point so that tire Idea is quickly absorbed by the reader. All that should be expected erf a safety bulletin or poster is that it put over one idea, leave one impression in the readers nmtd. and do it at a glance.' The fourth and by no means least important function of a safety bulletin is the reminder function. One of the great weaknesses of human nature is the tendency to forget. We all need reminders, and the workman is no exception. He need* reminders to aid him in forming safety habits and even after lie has acquired these he will need reminder? to help him maintain them. It follows, then, that there are five common sense principles of good bulletin Meat Packing. Tanning and Leather Industries Section 253 board practice. The first is to place your bulletin board in a conspicuous bxatiou where the workers will not fail to see it. In every plant tliere arc ai>pr<q*riatc places for a bulletin board, but it is difficult to make any positive statement as to which Is the best location. For Instance, a drinking fountain might prove a highly acceptable location in one plant, whereas In another it might not he at aTI satis factory- The desirable locations are those which not merely make it convenient for the employee to see the bulletin board, but which make it practically impossible for him to avoid seeing it. Moreover, the bulletin board should be constructed of good substantial material and well lighted: but the most important thing hi bulletin hoard publicity is not the board Itself but the material which >ou i>ost on it. The second common sense principle of bulletin board practice is to me U*e best bulletins or posters which you can obtain or prepare. The effective poster must have the power to attract attention. It must be appropriate and worth while from a safety standpoint* It must have a safety message and this message must be presented so that it can be understood quickly and clearly by the reader. Safety men have different Ideas about the value of different types of potters; you have no donbt heard about the negative and positive in safety' advertising, the various types of psychological effect, etc. All of tills has usually been given very careful con sideration by the publislsers of posters before they arc issued. You cannot go wrong if you post tlie posters secured from the National Safety Council, or from any other reputable concern which has an adequate understanding of safety* educa tional work. The big problem for the safety engineer is to devise ways ami means of getting his posters actually displayed. The third commonsensc principle, of bulletin board publicity is to give your bolletins and posters a chance to do their work. Poet one or two at a time, change tliem frequently. When a poster has served its purpose, take It down and put up another. If you do not have a suitable poster to take the place of an old one, leave the board blank or partly blank for a day or two. It is better tn dr> that than to leave the same posters on display after they have performed their functions. Above all. don't crowd your bulletin board A bulletin board that is plastered with posters, bulletins, clippings ant! notices of all kinds loses Its effectiveness. Change the boards every day, if you can, but if you can't do that change them as often as possible. The idea is to give your workmen something new, something interesting to look at every day. The fourth common sense principle is to organize your bulletin board work. Establish and nmratxm a definite system for posting the bulletins and posters in the various departments according to a plan schedule. The fifth and most important of the common sense principles of good bulletin board practice b to make your boards interesting. When all is said and done, that is the secret of successful safety advertising. One way to increase interest is to get variety In your appeals. When you remove a bulletin or poster from the board, post In its place another of a different type. Change the character of appeal, this will help considerably to sustain Interest In the posters. You can also poet items dealing with a variety of other subjects tlun safety, such as waste elimination, quality workmanship, health, cooperation, sug gestion*. plant housekeeping, general plant news, and business information. It is very often good practice to supplement tlie regular published safety material with homemade posters, drawings, and other material. Action and -story telling pictures taken m die plant are also good attention-gelling features. Very often the most valuable thing that can be posted on any bulletin board is something pertaining to the local plant's activities which has been prepared by someone m the plant under the plant management's direction. It quickly demands the attention of the worker* and it will be read or looked over carefully because they already have a personal interest in what It is about. 254 Twenty-first Congress--National Safety Council Nominating Committee Report Tbc report of the nominating committee was tfien presented and officers were elected for the ensuing year as follows: General Chairman--Henry D. Tefft, Institute of American Meat Packers, Chicago. Viet Chairman--Harry, W. Eking, Brown Shoe Company, St. Louis, Mo. Secretary--John Lancrman, Armour & Company, National Stock Yards, Chicago. New-Letter Editor--A. C. Mkhener, John Morrell ft Co., Ottumwa, Iowa. Engineering Committee Chairman--Harold M, Toocnbs, Armour & Qx, Chicago, Membership Committee Chairman--C, B. Magrudcr, The Wm. Schloderberg-T, J. Kurdlc Company, BaHiroOre, Md Poster Committee Chairman--Louis E. Kahn, The E. Kahn's Sons Co., Cincin nati, Ohio. Program Committee Chairman--Hubert L. Clover, International Shoe Cot St. Louis, Mo. . Publicity Committee Chairman--J. L. NeUon, Tanners* Council of America, New York, N. Y. Statistics Committee Chairman--B. J. McCann, Jacob E, Decker ft Sons, Mason City, Iowa. Members at Large--N. L. Broinard, Swift ft Company, Chicago: E. E. Drews, Libby, McNeill & Libby, Chicago; A, B. Drummond, Wilson ft Cq,, Inc., Chi cago: T, H, Jones, American Hair ft Felt Company, Chicago; W. F. McClelland, Armour & Co. Chicago; Dean Moneymaker, International Slice Co, St. Louis, Missouri: R. R. Roach, Geo. A. Hortnel & Ccx, Austin. Minnesota: H. G. Scfcaff- ner, Schaffner Bros. Company, Erie. Pa.: Frances E. SUbaogh, R. N,, Oscar Mayer ft Co,, Madison, Wisconsin: Carl D. Wright, J. E, Rhodes and Sons, Wilmington, Delaware. THURSDAY AFTERNOON SESSION October 6, 1932 <*JL \ f*1 What the Manufacturer of Machinery Can Do to Promote Safety in the Tanning Industry By JOHN J. CALLAHAN The Turner Tanning Machinery Company, Peabody, Massachusetts The speaker said in part: Just how can the tanning machine manufacturer fight the menaces to safety? We believe his contribution to the cause can be found in three factors: (1) basic engineering; (2) safeguard engineering: and (3) re education of the tannery executive. By basic engineering we mean machine design deliberately built on engineering fundamentals, with the purpose of- die machine and the psychology of the operator carefully considered. Basic engineering gives to the tannery purchasing agent a fundamentally safe mechanical unit. Even stripped of all guarding parts and safeguarding mechanisms, a machine designed according to basic engineering will not present danger to an informed and safety conscious worker as long as he is physically apd mentally alert. The fundamentally safe mechanical unit must, of course, be given without sacrificing appreciable quality, production, and upkeep costs. It is surprising how many helpful sources the tanning machine rmmuficturcr has to draw upon in the solution of his basic engineering problems, and la what direc tions these problems lead. We know of no better cose in point than the one which the design of pyroxylin lacquer spray machines affords, since these lacquers are highly flammable in both their vapor and dust residue state*. Every move of the <J/#el Packing, Tanning and Leather Industries Section 255 MdMW Atoned in this field has a safety meaning, which has been well defined and recorded. TW problems of all-metal construction free of pockets and obstructions to m nPrt "good housekeeping,* non-sparking metals, proper local ventilation, uqhiws 4nor an! fire-fighting equipment, the electrical system conforming to the Xacaaaai Ehctrial Code--all these problem* and many more are adequately cov ered by Htirtof r which is available to die machine manufacturer who is alert and iakruei It is all a very interesting study, and amply repays the engineer for hi* iauwivr Hkrw in behalf of accident and fire prevention, and health preservation. There m workfact!ret, indeed, to the engineer In knowing that the machine operator has ptocW fciwuK uot at tbe mercy of an' incapable and negligent machme builder, bo! Ml dot kaaft of one who deserves hts confidence. Stdcjrtorft mm* be added to a basically engineered machine before it is ready to be tariff over to the operator. By safeguards we mean covers for gears, chains, bdtfs c*c, and rhrx awebamcal means or devices designed into or added to the i murks* r to yrnsc injury to the operator at the point of operation. This may seem cirurraftrwy to tbe statement previously made, that a basically engineered readable Meeds a gtords to protect an Informed and alert operator: but there Is no actual ccMBadctmt because the operator is not always informed. He is not always alert; an4 others who are not operators may get hurt. Therefore, safeguard engi neering k essential as an addition to basic engineering Planning for Power Accident* This kids us to the question, what can the tanning machine manufacturer do to lessen the number of machine accidents occurring at the tmnt of operation? Here is what our company is doing to remedy the situation. Our designing de partment is constantly studying the possibility of guarding machines at their point of operation. Our sates and service staff, for example. In visiting the tanneries, are constantly reporting back to the design department new types of guards which are observed. Oar engineers each week scan the U. S. Patent Office Gasette for new Inventions of guards. Our European companies exchange with ua oil the in formation an the subject We read all current literature having a possibility of contributing some new idea. The result of this educational work ts two-fold: the guarding of machines already on the market, and of new machines when developed. The guarding of a machine at the point of operation is the most discouraging sr ay problem that the tanner and tanotog machine manufacturer have to meet. It is discouraging, not because of machine design, but because the point of operation safeguarding sometimes ma- Iciiolly reduces the machine production. We now come to the third point or factor, which ii die re-education of tannery executives. Faulty conditions due to neglect hi repairing what would otherwise be safe operating machinery, is responsible for many accidents at the point of operation. Some tanner* make a mistake in not keeping their equipment hi good condiljon, and the machine manufacturer feels the responsibility of re-educating the tanner to realize that bis policy is a mistake. Not only is there danger to the operator from wornoot imperfectly fanefiontfiff equipment, but the quality of work Is also affected. In this period of adverse business conditions, there is a temptation to skimp on repairs, continuing to operate work clutches and other parts which, will cause repeated accidents when they are least expected. The tanner most be sincere. He must expect to furnish h workmen with fundamentally safe machines. It is poor business to buy good machines and spend money oo the safety education of foremen and workers, while at tbc same time those motiones are later neglected. 256 Twenty-first Congress--National Safety Council The Accident-Prone Worker By DR. C. L. BERGUSON Medical Director, Selby Shoe Company, Portsmouth, Ohio The s{>eakcr sard in (tart: Since numerous investigations seem to prove that relatively few workers produce a large percentage of the accidents, how cat) they be isolated for examination and treatment? Only one effective method presents itself and that is an adequate record system which will reveal or classify such workers. Why are tiiey prone to accident*? This opens up a big field without limitations. It is seldom that you learn of two accident* caused by the same contributory fac tors. AK causes can be grouped into three major headings; physical factors, mental factors, and operating factor*. These comprise faulty attitudes, failure to recognise potential haxank, faulty judgment of speed and distance, impulsiveness, irresponsibility, failing to keep attention constant, nervousness' and fear, defective vision and hearing, organic diseases, slow reaction, senDity, worry and depression, tiredness or fatigue, improper distribution of attention, inexperience and any other cause which you can discover. When you begin to study each one of these causes you will find that they lead you into all sorts of ramifying sub-causes. For example, faulty attitude is another way of saying that the operator docs not have his mind on Uis work, hot why doesn't he? Possibly he has been disgruntled by something the boss has said or done, or He may Have indigestion. T. B., or sickness at home. 2 once knew of a loyal employee who suddenly said "to hell with the company" An examination revealed that he had incipient T. B. ,, Syphilis may be a factor sometimes. This can be determined by a Wassermann Mood test. A pending divorce suit U undoubtedly the cause m many Instances. The latter brings up the question of worry which is the hidden cause of many accidents Worry is a mental condition which is often difficult to detect because it Is frequently concealed. Some people arc very clever at appearing bright am! carefree, yet they may be overwhelmed with grief. Such workers cannot possibly distribute their attention properly. It seem* to toe that for purposes of differentiation we should make a distinction between the worker who is prone to accidents once in a great while because of some mental anxiety and the worker who U really a chronic accident victim or an accident prone worker. Kor sake of standardization, the street car companies say a man is accident prone when he averages an accident every 500 miles of car operation. In other industries a time unit could be used such as man-boors, man-days, weeks or months, pro viding every one works the same,number of hours daily. Regardless of such stand ardization. the safety matt, doctor or nurse will be able to spot immediately the repeater just as the doctor or tvurse ts able to spot the chronic complainer, who reports even more often because of a pain here and a pain there. Possibly during a six-day week he has reported to the medical department six ttines and each time with a new ailment. Some say the chronic complainer make* a good accident pi one worker, but I believe observation wfll not always bear this out. However, i{ U logical to assume that the fellow whose mind is constantly attracted by his numerous ailments should be more prone to accident*. The reason why a worker is accident prone can be determined only by a most thorough examination and investigation. In some factories, there is what is known as a*i "accident clinic/* This is conducted by a committee composed of the super intendent. foremen, safety man, doctor or nurse, social investigator, or possibly there may be included in the above a medical specialist in nervous and mental dis- A/iaf Packing, 'Tanning and Leather Industries Section 257 cases, and an eye and ear specialist, or anyone else who may be able to throw light on the cacuation of frequent accidents to ooc employee. To be able to pass proper judgment on such case* it is necessary to have every bit of information possible. This may include a report from Uur foreman regarding the worker** mental attitude, habits, or his method of operating. It may be neces sary for the doctor to make a complete (diysical examination, thus finding that the worker ha* a chronic physical disability. The visiting nurse may find an invalid at home or financial circumstance* may be a contributory factor. Some writer has said, look upon every accident prone worker as a sick patient, examine, re-examine, prescribe and then see that he takes titc treatment. One of the best ways to study an accident prone case is to observe tlte man operate* analyze his present and past records, have a personal Interview with hnn, decide on the primary cause, ami recommend treatment based on actual findings. Tl treatment \s just ms varied as the causes--sometimes a mere interview is sufficient to get the operator right. Then again it may be necessary to give him a few days o( instruction and supervision. Possibly he needs treatment for a chronic ailment, or a surgical operation is necessary. In a large majority of eases hts mental attitude must be changed. In a few cases, after everything ha* been tried* it become* necessary' to advise the worker to leave the employ of tlie company- Accident Prevention in the Tanning 5ncfost(/ '' By JOHN J. SPICER Chemical Engineer, Harrisburg, Petwia. The speaker said in part: I thought that should not come before this body to talk upon this subject unless I had some person;)! knowledge of the actual con dition* of the industry and had made inspections of tanneries. This I was able to do during the fast summer, when I visited most of tlie tanneries in operation in Pennsylvania. 1 was much impressed with the safety interest manifested in each tannery which I visited. Every operating official apparently felt the need of work of this kind and I believe they were sincere iu what they were trying to do. Serious effort, I found, was being put forth to prevent accidents. Housekeeping in most cases was Rood, in the exceptional cases l would class It as fair. In esery plant vistted there was a person designated to look after safety matters although I believe in every case such work was only a side issue to what was his regular duties. Each plant had what they called also a safety organization which held regular monthly meetings. First-aid facilities were available but in most cases were found to l>e inadequate, I found no evidence, however, that suitable results iu accident prevention were being obtained except in two cases. There seemed to be no reduction of accidents from one year to die next and if accurate figures on man-hours had been available, I believe an increase in accident rates would have been shown. In plants where Re sults had been obtained I found an operating official who was anxious to discuss accident prevention with me when I called. But too often the manager would turn me over to a person of lesser authority from whom 1 would have to get my infor mation. In reality, tlte manager did uot know what was actually taking place in his plant, so far as accidents were concerned. - 1 was curious to find out the nature of the most serious accidents occurriiig in the tanneries which I visited. In one ciue a machine was overloaded, the driving belt flew off of the pulley and tore the shaft hanger loose from the ceiling. This shaft hanger fell upon the employee, fracturing his skull, and he died two days later. In another case an employee went behind guard rails; his clothing caught an a fine shaft and he had his arm tom off at the shoulder. In still another fatal case an employee was removing a truck load of leather from one floor tu another. He 258 Twenty-first Congress--National Safety Council became caught between the elevator gate and the truck and had his neck broken.. There was no necessity for any one of these fatal accidents, and if proper care had been exercised on the part of all concerned or foresight had been exercised these accidents would not have occurred. Any one of them could have occurred in any other type of manufacturing plant. Any plan of accident prevention which would have prevented them in a woodworking plant would have served equally well m ti>e particular tannery where they did occur. It teems to me. therefore, that we need not worry so much about some particular hazards which wt may have in this spe cialized industry. Let us rattier plan to organize for safety upon some recognized practical method and then carry it out to a successful conclusion. If we do this, the specialized hazards will also he conquered. Can results be expected, then, in accident prevention work m tanneries? Most certainly results can be obtained in tins industry just as they are obtained at present in many other industries, I have seen the problem solved repeatedly. The method is always the same. When any results are obtained H is because each person in the plant in question has been made to realise his own personal respon sibility in the matter, (toes not try to shift his responsibility onto some other person, but personally takes an active part m safety affairs. ' I have never found a bad accident record in any industrial plant where the head official was actually interested in safety matters. Such an official demands and gets similar interest in his superintendents and foremen and they in turn receive the same from the employees. When every person knows the boss means business, then there is no question that results are bound to result in any phase of factory managroent. FRIDAY MORNING SESSION October 7. 1932 _ w M Outstanding Causes of Injury in Our Plant and Measures Taken to Prevent Their Recurrence By WILLIAM P. RHEUBY Now Castle Leather Manufacturing Company, Wilmington, Delaware The speaker said in part: We have many problems of safely hi common with other industries, and some that are unique to tanneries. To cope with these we have our general safety committee and departmental committees. We have our dispensary* under the supervision of a full time registered nurse, and we have the advice of our insurance companies and the help and cooperation of the Delaware Safety Council. With the assistance of these agencies we have reduced our acci dent rate materially. ProhaMy ow greatest hazard Is that of mfectvou, We have worked on that proMesm tor years and are still working on rt just as strongly as we did when wc first realized that our lost-time accidents were for the most part due to infections. Oar raw' material, mat skins, come to us from all parts of the world, including, to name only a few. Bahais, Mombass*. Amritsar, Fctropaul, Bangalore, Cawnpore. Shanghai. Kstramadura. Valencia and Pernambucto. Thus many of the skins come from cvum/ics where the sanitary conditions and customs are not up to the stand ards xrl by the United States government, and the importation of skins from such countries is regulated. Tlie disease most commonly connected with the leather trade is that of anthrax. It is contracted through a break In the skin (and also through breathing in dust of anthrax infected Hoods, although this is rare) and its action unless treated expertly and swiftly. >* rapid and in almost all cases fatal. Among our own employees we Meat Packing, Tanning and Leather industries Section 259 have not had an anthrax fatality for over ten years and we regard this record as the reward of constantly watching all infections, sending all injuries, no matter how small they may seem, to the dispensary, and carefully following through on every one until it is healed. Another source of infection id that from the action on a break in the skin of the first bath can liquor composed of sodium bichromate and hjdrochlork acid. This infection, called a chrome bite, is not fatal, and rarely will a man lose any time from work unless he has several bites, but while the core is forming tl>e pain is rather annoying, especially if irritated by clothing. After the core is out. care must be taken that the open sore is attended to. H a workman (eels the sting of the tan liquor on a small cut or other opening on his skin, He has been advised to bailie tills injured spot m a basin of liquor from the second both tan liquor, or ajjply a solution of bicarbonate of soda or borax. We have found that our chrome bite cases have been reduced materially in number since we have explained that imme diate attention will counteract several days nr even weeks of irritation caused by a chrome bite. Rubber cloves, aprons, and arm protectors are supplied to the workmen, and these have reduced die hazards of chrome bites. In the handling of our material such as caustic soda. Hydrochloric and sulphuric acidi, we have preached safety for many years. The use of goggles, gloves, and aprons is required. Failure to use these safety adjuncts means a severe reprimand for the first offense, and a second offense is sufficient cause for dismissal on the spot, la supplying goggles and gloves to those workmen who are handling acids for any period of time exceeding five or ten mwrotes, we have spared no expeux or trouble in endeavoring to secure that article which adequately protects and is com fortable and as satisfactory as possible. Wo have had the workmen try out several styles of goggles and gloves and have let them select the outfit which pleased them. As all our acids are received and handled from carboys we have for several years used a carboy carrier to transport the acids tu the departments from storage. With this vehicle we have reduced breakage and consequent spilling and splashing of acids. We hare had in the past few accidents from a failure to remove all of the arid from the carboy and following through with a rinsing with water. Ry constant supervision tor several weeks the practice of returning a supposedly empty carboy to storage was broken and the acid handler "automatically*' sticks, the cold water hose in the carboy as soon as it has been emptied. At one tune we had frequent accidents in the shaving department due to the operator removing particles of shavings from the shaft carrying the emery stone. The brush would knock the finger against the revolving .knife blade, with badly lacerated finger and hands os a result. This was broken up after a few head-strong men were allowed to take their unsafe ideas to other fields. A learner on shaving is a very High accident risk--wc generally take a young fellow as a learner who has worked in or about the shaving department for a period of six months He bos a good wholesome respect for the hazards of the job and as a rule makes a very careful shaver. The foreman or assistant is constantly at the learner's side for the first week or longer, os it is so easy for a man to have his hands and arras caught and probably L . rilated for life. No stranger is ever hired as a shaver until he has convinces u foreman by work on an idle machine that he is thor oughly experienced at the job. We have always felt that education in safety, plus standard guarding, would give us results--not for a week or month's record but for a period of years. Our work has not been spectacular, but a steady growth in the way of safety. AH of our foremen and many of the other employees have attended and successfully absorbed the work of the Foremen's Safety School, held each whiter by the Delaware Safety Council. The majority of our employees have been with us for more than five years and a number of the foremen for more than twenty years, so tluU the process of safety education has not been one of spasmodic starts with an ever chang- 260 Twenty-first Congress--National Safety Council mg personnel. Our quarterly meetings are field at the lunch hour, are attended voluntarily, and wc have had an attendance of 90 to 95 per cent. At some of these meetings a short talk on one specific safety subject is given by a representative of the insurance comjKtny or the Delaware Safety Council. At other meetings safety movies are shown. Our bulletin boards are placed tn conspicuous locations and the posters are changed regularly; one of our foremen recently won a prize in a contest in bulletin design. One of the chief reasons why our safety work has been successful is that the owners of the business have not been behind the movement--they have been right with it. The higher the man's position the more circumspect he ts m His observ ance of the safety code, and it is his example that inspires the man on Otc lowest rung of the ladder. The High Cost of Injuries By C. B. MAGRUDER Personnel Director, The ffa. Schlmderberc-T. J. Kurdle Company, Baltimore, Md. The speaker <a*d in part: It is agreed that there arc two important items m the cost of uijufk*. First, tire direct cost as represented by compensation, medical and hospital treatment, and overhead, such as ihe maintenance of the first aid department, and physician's and nurses salaries and supplies. This direct awl is subject to centra! and, aside from the fixed overhead charges, varies according to the severity of our injuries. ^ The second item, indirect costs, from my observation, is by far the most im portant factor and 5s the item that not only affects the employer and the employee, but also the ultimate consumer and the general public at large. Yet in many in stances the indirect cost of injuries is not generally recognized, white the direct cost is usually taken as an index. ,, The American Engineering Council, in its study of safety and production, made an effort to ascertain the loss of production value in connection with accidents. One of the conclusions readied as a result of this study was that minor injuries-- those causing a disability not exceeding the clay shift or turn in which they actually occurred__arc more important from the standpoint of incidental loss because of their relative frequency. This conclusion, 1 believe, is true and we believe generally that when you reduce the frequency erf accidental injuries. you automatically reduce the crest of injuries reporting for treatment promptly: we decreased the direct cost of injuries by -15 per cettt. The injuries occurring in the plant and not reporting for treatment are the reasons for a great number of infected cases which so frequently result in lost time. When analyzing our experience for the year 1928, wc found that during this year 1J27 eases reported to the first aid department, of which 210 involved lost time. In studying these 210 cases we discovered that 120 of them involved infec- cost of injuries reporting for treatment promptly: we decreased the direct cost of injuries was entirely too high. One of the reasons discovered was that the em ployee* were not reporting promptly to the first-aid department for treatment and many of them did not realize that the possibility of infection was very great. Om management immediately took steps to correct these conditions by means of education, closer supervision ami follow-up of accidents, regular plant tnspec- tfocts. and the adoption of a rule requiring every injured employee to report proroirtly to the first-aid department after any injury that occurred. These new changes started us in the right direction and it was not very long until the high cost of injuries was materially reduced. However, while wc reduced our direct costs, we were unable t<o accomplish the reduction we desired in the indirect cosls. Matt Packing, Tanning and Leather Industries Section 261 In matting further analysis of accidents we discovered that wc were having Urge number erf injuries from knife cuts, slippery Boors, improper footwear, etc. Among the measures adopted which effected a still further reduction in both direct and indirect costs, were better housekeeping, the use of guarded knives, ami the enforcement of rules requiring employees to use leather guards on steels, the use of leather aprons by butchers in the beef boning and ham boning departments, ibe wearing of substantial footwear and prohibiting female workers Irani wearing highheeled shoes while at work. The result of these changes is reflected in our experience for the year 1931. when a comparison 1* made with the year 1928, at which time the manugment realized that methods must he adopted to reduce the high cost of injuries. Wc were able to reduce the actual compensation rate by 50 per cent ami the direct costs by 34 per cent in spite of an increase of approximately 150.000 hours of exposure. We were also able to show a reduction of $7,200, or approximately 39 ier cent, in insurance premium* which after all i the actual direct cost. The foUewtng table shows the in'ogress we have matte in accident prevention work: ... 1928 * Accidents reported ............. ...... ............... 1327 Lost-time eases ...................................... . _ 210 Days lost ......................... ....................................... . 2345 Direct infected cases ........... ........... .......................... .. 120 Accident frequency _______ __________________ ______ 113.47 Accident severity ...... ................................................ j .2.3 1931 2914 39 402 16 23.31 .0208 Accident Experience in tine Meat Packing, Tanning and Leather Industries During the Year 1931 , , -> By A. J. DXTTMER , , ' ` Chairman, Statistical Committee ~ The speaker.afd in part: Mure records were reported to Council headquarters for 1931 than in any previous year in the history of this Section. This is particu larly true in our Twining and Leather Division, in which reports rose from 49 plants ra 1930 to 74 in. 1931. The number of member plant* reporting consistently is also increasing. .This would indicate tliat concerns arp becoming interested in increasing numbers in checking up on their records in comparison with other plants, and this increases the reliability of our figures showing the progress of the Section in accident prevention work. In the tanning and leather division, lost-time injuries were down 28 per cent in frequency and 42 per cent in severity from 1929 to 1931 The reductions during the same period by 14 meat packing companies whose employees worked over 84,000.000 man-hours annually were 38 per cent for frequency am! 40 per cent for severity. In both branches the best showing was m severity; our reductions were over twice the improvement shown by industry as a whole and our improvement in frequency was equal to the average for all industries. What accounts for the Urge decrease in severity rates? In the tanning and leather industry the outstanding feature is the 1931 record of no fatalities in the 31 consistently reporting plants. In the meat packing industry the most significant item is the reduction in the frequency and severity of permanent partial disabilities. Thus, both brandies arc showing that they are eliminating some serious hazards. On the other hand, both divisions were not successful in reducing all serious in juries. The 1931 fatality rate for meat packing plants rose sharply in comparison with the 1930 rate and permanent partial disabilities in tfummg and leather plants were more numerous and serious In 1931 than m either 1930 or 1929. 262 Twenty-first Congress--National Safety Council It is important that we consider our 1931 injury ex|>erience in relation to the records of other industries. The excellent showing ut severity of plants in our Tanning and Leather Division deserves commendation. Their severity rate of 036 was very low* in comparison with the average of 1.72 for industry as a whole. It gave them a standing of third among 28 major industrial divisions. Tl>c rale ot meat packing plants was also low, being 0.99; their rauk among all industries being seventh. In frequency, however, we did not do so well. The numerous hazards of meat packing plant operations resulted to a rate of 29.13, against an average of 15.12 lor all industries and gave os a standing of 24th. Tanneries and leather man ufacturing plants, with an average rate of 1373. ranked 13th. Miner injuries are important, especially sit the meat packing industry. As a matter of fact, their severity is above the average and 5s comparable with the severity of temporary disabilities of such industries as steel, paper and pulp, and others whose operations involve some bad accidents. Numerous temporary disa bilities are quite certain to mean a high rate for permanent partial disabilities, and these are costly to the employee as well as to the employer. The frequency of (termaaent partial disabilities for packing plants in 1931 uas 0.98. which is well above the average of 0.64 for all industries. I^rge orgamuatitios in both branches of the section have been the most successful ?n reducing accidental injuries. In tanning and leather establishments with over 500 employees, frequency has dropped from 2825 in 1929 to 19.05 in 1931. and severity is down from 228 to 0.65. The 1931 rate* were sharply lowered in the large meat packing units as shown by a rate of 2720 for frequency against 41.77 fur the smallest plants and 027 for severity m comparison with 2.12. It has often been said of small plants that tliey do not realize their accident situ ations because injuries occtir infrquently. But many of our small plants arc getting exceptionally good results. The Doyle Shoe Company of Brockton. Massachusetts, for example, worked 261,000 hours during 1931 without a single lost-time injury, lit the meat packing industry, the Winona plant of Swift & Company, which eroploy* 149 people who worked 344,000 man-hours during 1931. had only one tem porary disability which resulted in three days of lost time. These company names are used by special pcrraissfcxi, . , .t Possibilities for raising the standard of accident prevention work m the industry, however, are not confined to our small plants. Large and medium sized units in shoe manufacturing, meat lacking, tanneries and manufacturers of various other products had higher thaw average rates for the organizations of their size. In the largest plants engaged in meat packing-, tor example, rates ranged from 6.87 to over 77JXL Certainly the management uf these plants with high frequency rales can improve them. ' ..... In conclusion. I wish to conjtrauUte tlie companies whose plants made out standing records during 1931. and in doing so demonstrated to t all the extent to which injuries can he eliminated from our operations. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Metals Section M'S ie Officers 1931-32 .General Chairman--\7. A. Lauermax, Republic Steel Corporation, South Chicago, 111 l'*eo*Chainm--Roocrr L. Schmitt, Louisville Car Wheel and Railway Supply Company. Louisville, Ky. * Secretary and XctcsLciter Editor--H. W. Dark, Bethlehem Steel Company, Johns town. Pa. Chairman Program Committee--S. W. Borax, Pratt and Letchworth Company. Buffalo, N. Y. Chairman MenthersJtifr Committee--J. K. Sjaskhhid, Mississippi Valley Structural Sled Company. Decatur, 111. Chairman Poster Committee---H. M. Ckoghak.. Inland Steel Company, Hast Chi cago, lod. " Chairman Publicity Committee--A Bicrquikt, The Youngstown Sheet and Tube Company, East Chicago, Iwd. Chacrmou Statistics Committee---T. A. Schenokl, Premier Mail Product* Co, Peoria. 111. Chairman Engineering Committee--L E. Cullixkv, Bethlehem Steel Company, Beth lehem. Pa. Chairman Committee on Slides and Safety Kinks--,). A. Oartku Carnegie Steel Company. Pittsburgh, Pa. Chairman Health Committee--Dx, R. C Excel. The Corrigan, McKinney Steel Company, Cleveland, Ohio. * Chairman Foundry Committee--P. G. Bsuxerr, The Buckeye Steel Castings Com pany, Columbus, Ohio. Chairman Railway Car Builders Committee--P J. Brand, Pullman Car & Manu facturing Corporation, Pullman, Chicago, III. Members ot Large-- Harvey G. Hensel, The Youngstown Sheet and Tube Company. Chicago, III. John P. Eta, Illinois Steel Company, Joliet, 111,, E. G. QuEKtfxi.. St. Louis. Mo. ' T. H. McKkkxey. Illinois Steel Company, South Chicago, 111. E. F. Blaxk, Jones & Laughlm Steel Corporation, Pittsburgh, Pa. J. A. Yoss, Republic Steel Corporation, Youngstown. Ohio. G. A. Davis, Illinois Steel Company, Chicago, III. - J. M. Woltz, The Youngstown Sheet and Tube Company, Youngstown, Ohio. Johx P. Mudd, The Midvale Company. Nicetown, Philadelphia, Pa. W. E, Megraw, H. H. Robertson Company, Ambrklgc, Pa. A. C. Gibso*. Spang, Chalfant & Company, Inc.. Pittsburgh, Pa. J. A. Coltmx, National Radiator Ccrficratioji, Johnstown, Pa. R. H. Burns. American Radiator Company. New York, N. Y. 263 264 Twenty-first Congress--National Safety Council A. M. Lytle, Tlie Newton Steel Company, Monroe, Mich. A. E. Baku, Algocna Steel Corporation, Sault Ste. Marie, Canada, ft. A. Cm akfi.w, Continental Steel Corporation, Kokomo, Ind. L. S. AnAM, Continental Uoll and Steel Foundry Company, East Chicago, Ind. TUESDAY MORNING SESSION Octobor 4, 1932 The first MMtun of it>e Metals Section convened in the Wardnmi Park Hotel, with General Chairman F. A, Lauenman, presiding. The chairman welcomed the delegates and Uien presented his condensed report of oncers and standing com mittees, in part as follows: The present meeting marks the seventeenth consecutive year mi which tliere have been sessions of tlie Metals Section during: an Annual Congress. The News-Letter wa* generously supported by the members during the year, there being 41 different contributors wlto submitted 71 articles on matters of safety and efficiency. An unusually large number of suggestions were received as subjects for discussion (luring this Congress and many of these were incorporated In the program. The Membership Committee reported 482 companies holding memberships tit this Coun cil section, which is the good, rcstdt of concentrated efforts to maintain the mem bership during the post year. The Foster Committee lias assisted in preparing 8$ posters suitable for use by members of the Metals Section ami of this number 17 were on new subjects. Members contributed a representative group of excellent articles that were published during tlte past year in trade magazines. The Engi neering Committee has been working on two Safe Practice* Pamphlets, one being `'Side Practices in Operating By-Product Coke Plant:..'-', and tlie other ``Safe Prac tices in Operating Open Hearths," both of which are progressing favorably toward publication. All other committees also have been active and Stave acne good work. Think it Over By G. A. DAVIS Manager of the Department of Safety and Relief, Illinois Steel Co., Chicago The speaker $oid ax part: Wc Have made wonderful progress in die prevention of accidents. I am not going to discuss accident rates, but doubt H any of us are lcrt'ectly satisfied with our safety records. None of us should be unless our records show the minimum of accidents, which of course means no accidents. If we are to make further progress in safety, it will lave to be done by the department assisting In the promotion of accident prevention work. Every effort must be made to stop unsafe practices and prevent not only accidents bat near accidents. Unsafe practices will -eventually cause accidents. As a general rule, the only difference between an accident and a near-accident is whether or apt anyone is injured. In this connection, let me repeat, if tn the prevention of accidents we mean the prevention of occurrences which might or do cause bodily injuries or loss of any kind, we are considering the subject of safely with a correct perspective. Sometime ago my attention was called to an incident which illustrates the point I am trying to bring out. In a &t*l manufacturing company, there was an explosion at one of the skull crackers. The safety au]crvtsor started to the scene of the disturbance as soon as he heard of it, and as he approached he saw the assistant superintendent of the open hearth and a foreman leaving, and as they neared each other, the assistant superintendent said, "You can go on bock, nobody is hurt" The supervisor replied, "What do you mean go on bach, I want to know what Metals Section 265 happened." They went to the skull cracker where the supervisor learned that skull was being broken up during a rainstorm, causing the explosion. This was contrary to the operating rules and as it was discussed the assistant superintendent soon realized that the occurrence might have caused a srrious injury. He was convinced tint! to succeed m safety work, all occurrences that might cause injuries or loss of any kind must be prevented. The skull cracker foreman and tlic crane man involved in this explosion were disciplined and this department's attitude toward accident prevention changed, which lias brought about a noticeable reduc tion in their accidents. The cause of from 7S to 90 per cent of all accidents lias been given as care lessness, either^ on the part of injured men or their fellow workmen. While hi a broad sense this is true, yet a close analysts of a large number of accidents under this classification shows that they could have been prevented by proper supervision. There is a tendency to place the responsibility for a large percentage of accidents on injured employees or then* fellow employees; but m many instances the re sponsibility really belongs to department heads and foremen for lack of supervision and direction of tivesc employees in the performance of their duties. Wc believe that this matter of supervision is vital to accident prevention work. The department beads and foremen must educate, guide, direct and otherwise supervise thr men in the conduct of the work in their departments m a way that will insure the maximum degree of safety at all times. In fact, tlie ivcvcntton of accidents today must be classed as one of the operating responsibilities and must be placed on the same plane with production and other factors pertaining to operat ing activities. In the degree we arc able to accomplish this in the companies we represent. In that degree will wc be able to reach the minimum of accidents. This will not affect the identity of the safety department, but wiM keep it busy helping to maintain safe operations at all times. The most effective workmen's safety meetings I have known were conducted by foremen, and the safety director simply acted us a secretary. Recently my attention was called to a remarkable safety record m a steel manufacturing company employing over 2,500 men. Upon inquiry regarding their methods of attacking the problems of accident prevention, I was told that each deportment head was heW responsible for the safety of the men in his department, who in turn held his different foremen accountable. The foremen accepted the responsibility and by proper supervision accidents were few and far between. Wc will get better results as safety directors if wc impress the foremen with their responsibilities in the prevention of accidents and let our work be of an advisory nature. - B v* . ^ \ The Importance of Accident Facts in the Metals Industry By W. D. SPEIGHT * Safety Director, Keystone Steel and Wire Co,, Peoria, III. ' The speaker said hi part: In a review of our experience from 192? to 1931 large decreases in frequency rates appear in all branches of the section. The reduction was largest for copper, lead, and other non-ferrous smelting and refining plants. These companies showed a decline of 54 per cent, a decrease'which was exceeded only by laundries, among all the Industries summarized last year; the decrease for foundries, in frequency, was 51 per cent; the drop in the rate fur manufacturers of machinery was 45 per cent; railway car and equipment manufacturers had an im provement of 39 per cent; and steel plants 38 per cent. In fact, each branch of our section equalled or exceeded the average reduction of 38 per cent for American industry. In severity, however, our showing was less favorable Non-ferrous metallurgical plants, also, had tint largest decrease in severity in the section--04 per cent; the 266 Ttieiify-first Cougrcss--N^tional Safety Council decrease for railroad car and equipment companies is as 26 per cent: and fur Mcri plants and manufacturers of machinery. 2] per cent. The sharp iraprovetaem in tfesr frequeney rate for foundries, however, was not reflected in their severity, winch showed a decrease of only 6 per cent. With this exception, ail division* had frr*rr reductions in severity than industry as a whole, which averaged 19 per croc Temporary disabilities have fallen off muds more rapidly than icrwu* injwrir* In the sted industry, for example, there has been an improvement m the rj***cy and severity of practically all types of injuries but notice the difference w thr change m rates--their fatality rate is shown at 22 per cent, and the frequency rf permanent partial disabilities is down 26 per cent, but the rate for temperary hililies is down 40 per cent. The severity rate of permanent injuries has droyyud proportionately to their frequency rate but there has been no decrease in tw severity of temporary disabilities in the fan of their 40 per cent drop hi frequency. In the records of over 2.200 organizations in all industries the sHuatkai is the iwtt-- serious injuries are not yielding to accident prevention efforts as readily as rnanrrr ones. Many factors arising out of the depression have undoubtedly mAoeoocd vm re sults adversely. The shifting of an employee from one job to another with which he may not be familiar is not conducive to a good safety record. Ftarthenaoce. the employee whose job is precarious, or one who is oo part time, or whose borne affairs have been made critical by hardships of the depression is not apt to have hts attention entirely on his work. Hie pressure of relief work has also detracted from the safety activities in numerous plants and the necessity for reducing expenditures and adjusting operations has occupied modi of Use attentioa of mangaement and foremen. Our records, however, have been Iwlped through the curtailment of con struction and maintenance work. Also the new employee, who Is generally coosidcrcil prune to accidents, has been largely eliminated. The adoption of departmental reporting by the foundry industry will aid in de termining where safety efforts should be concentrated. Some very complete records are kept by foundries and reported, but these are ot yet sofl&octttJy numerous to furnish reliable information. A Urge number of foundry records reported by dcimrtmcnt* or operations is necessary to establish relative hazards from department to department. In the steel industry nearly all companies report by departments. Blast furnaces and open hearth operations, which arc undeniably hazardous, have comparatively low frequency rates. This is true also for such non-operating departments as tm*;orlstk>n and general mechanical, which have lower than average frequency rates but some serious injuries which result m high severity. Efforts to reduce the frequency and severity of injuries in general labor departments have not been so successful, for employees continued to have worse than average experience. The serious injuries which featured blooming and billet mil! operation during 1930 and 1929 were not so much i evidence in 1931. as shown by the best severity rate of the jieriod. Skclp and strip mills, however, had very bad experience during 1931. their frequency rate of 27^0 and severity rate of 5.70 arc fir in excess erf previous years. Injuries continue to be numerous, also, in sheet mills where fre quency averaged 16.81--only exceeded by the rate for skclp and strip mills. Since sheet mills make up one of the largest units in the industry, improvement ms their accident experience would have considerable influence on the experience of the entire industry. It is significant that most of the departments I have mentioned a* being tKe sources of difficulty are most common In most individual plants; a good or poor record in them is very apt to determine whether the entire plant record is good or poor. Some companies have been very successful in minimizing accidents in their haz ardous departments. An open hearth department which normally employs about 200 men has ld only one lost time injury in three years and was one of nine considerably above average size open hearth departments to have no accident rec- Mctals Section 26 7 <*rtfr during 1931. The largest o these worked 601,000 man-hours The high cafiber of safety work in this plant is apparent by comparing its rates with the average frequency rate of 12.81 mxl severity rate of 338 for all open hearth de partments. The officers of the section appreciate the cooperation which members have shown by venffnc their annual accident records to headquarters. It was very gratifying to < oo falling off in the number of plants reporting last year and an increase in thr miBimhcr that are reporting consistently By reporting each year we increase tfar reliability of the figures showing the progress of the section in accident pre vention work. Is it not important, also, to put your own record side by side with the other fellow's to learn how it looks, at least once a year? To do so witliout reporting one's own records is not being fair with the one wlw contributes hts experience. Less than half of the member* of the section failed to semi 1931 reports: next year, I hope the number will be Ic&s titan one-thtrd. National and State Foundry Codes in Relation to Accident , Prevention By T. J>. KEARNS Superintendent of Hygiene and Safety, Industrial Commission of Ohio, ' Colombo*, Ohio T7ie speaker said in part: The first duty of any state is to safeguard the lives and property of its citizens and to promote their happiness and prosperity; the state cannot therefore consistently overlook or ignore the problem of safety. There are two generally accepted methods of preventing accidents. The first, and perhaps the most important from the came viewpoint, is the arousing of safety consciousness on the part of both employers and workers through educational meiJvods. The second, perhaps just as important, when considered as a reflection of interest in employee welfare, is the creation and enforcement of regulations relative to jjfcysica! safeguarding of hazards ra and about the workshop. * The. helpfulness erf safety codes to both employer and employee is- unquestioned. Standard regulations arc always preferable to a hodge-podge of statutory rules and regulations. A safety code is to the average person what a chare is to tlic mariner or a highway marker is to the traveling automobUlst, Codes should, of course, be thoroughly practical, comprehensive and workable and so designed as mot to burden any employer with unreasonable or unnecessary hardships, thereby assuring that cheerful compliance essential to the success of any code. Such codes arc a pro tection to the employer to making the way clear to provide working conditkmj adequate for the health, safety and contentment of its employees, and to hUeUi- gewtly interpret and comply with orders issued by jurisdictional officials. The American Engineering Standards Committee was conceived to overcome duplicating and conflicting standards. Other national industrial organizations, the National Safety Council, and the Federal Departments of War, Navy and Commerce, became affiliated and die results of this organization, how known as the American Standards Association, staud as a monument to the conception of the minds of these master engineers of the urgent need for national standardization. It is true, many of the codes of the American Standards Association are not strictly safety codes. But they are, all of them, for efficiency and economy and safety engineers readily recognize that greater efficiency spells greater safety. One of the strongest arguments for national standards in codes on roecliatucal safeguarding is the accomplishment of guarding; machines at the time of manufac ture, for which the National Safety Council has been striving for many years. Different standards of the states are a drawback to this for the makers cannot provide guards in mass production to meet the varied requirements and when guards 268 Twenty-first Couyrcss--National Safety Council arc ordered for one thing or attotlwr the cost w relatively more. I do not need to elaborate on the advantage to the safely engineer or the factory inspector, and the effect it would have on the reduction of machinery accidents, if all machines were fully^guarded when made, when it can be done not only at a much lower cost but also in a more permanent and satisfactory manner. ^ Let me explain briefly the Ohio plan in the preparation and adoptioh of codes. The Industrial Commission of Ohio has as consultant m the creation of codes a general advisory committee of twenty members, with eqtI representation of em ployers and employees. The duties of this committe are of an advisory nature ha aU matters pertaining to compilation, revision and amplification of codes. It recom mends to the commission the personnel of sub-committccs charged with the duty of drafting new codes or amplifying and amending existing codes. The codes as pre pared by tlte sub-committee, after frequent meetings followed by public hearings in the various industrial centers of the state, are referred to the general advisory comroittec for review, and if there are no corrections or alterations they are recom mended to the Commission for adoption. In the selection of sub-committees for the drafting of new codes or the revisions of those in effect, the General Advisory Com mittee recommends for membership only such men as are thoroughly practical and who know from their own training and experience what is necessary and of prac tical application in tltc prevention of accidents in the industry or upon tfte particular operation* for which they arc to draft the code. Codes should, of course, be developed to meet conditions as they exist in indus try and in relation to and on the basis of the accident experience of the industry: hi other words, where they are most needed. That is the policy we have pursued in Ohio and this explains why the foundry code Is one of the first adopted in our state. Prior to the adoption of the foundry code, foundry operations were notorious for their acci dent hazards and their adverse accident experience. Since the adoption of tl*e foundry code, however, there lias been a decided improve ment In conditions in the foundries, particularly the steel foundries, whose premium rates were reduced from $2.35 in 1921 to 70c in 1932. We arc adrised that at least one Ohio foundry, through a merit rating on its favorable accident experience, had the exceedingly low rate of 31 cents per hundred dollars of payroll. Some safety engineers are prone to the habit of minimizing the influence of safe guarding and safety methods In placing responsibility for industrial accident* and exaggerating the contribution* of the human element. While readily admitting the predominance of failure of the human element as a factor in accident causes. I cannot agree with the deductions drawn by those who attribute 95, 93 and even 99 per cent of all industrial accidents to lapses on the part of the worker. While I do not have any definite figures to substantiate the statement, it is my opinion that 75 per cent would be conservative and more nearly correct. Too often, m placing responsibility upon the human equation, the indirect influence of codes and statutory regulations are overlooked, or at least unduly minimized. While it is true the worker has a certain personal responsibility for his own safety and that of his fellows, how far would* educational efforts to expand 2nd crystallize the sentiment go in a plant where the employer made no effort to provide physical safeguards against mechanical hazards? In all our experience, we have never yet found safety sentiment rampant in an tuiKuartfed and ill-kept plant,and this has led to the definite conclusion that the mere protection afforded to the worker by safeguards i* but little more important in accident prevention than the influence on the safety tendencies of the worker created by the employer Interest reflected In his willingness to sanction codes and adhere to their provisions. Both humanitariaoism and economic judgment demand more and better codes, more strict compliance with their demands and a more general realization of the fact that, while they are pri marily designed for the protection of the worker, they are also a perpetual asset to the prudent employer. Metals Section 269 TUESDAY AFTERNOON SESSION October 4, 1932 For tb record of this Joint Session between members of the Industrial Health and the Metals Sections, which comprised a "Symposium on the Dust Problem in Industry,1* see Page SO o( this volume. WEDNESDAY MORNrNG SESSION October 5, 1932 The Report of tl>e Nominating Committee was called for, and was j(resented by J. M. Woltz, The Youngstown Sheet & Tube Co., Youngstown, Ohio, new officers of the section being chosen as follows: General Chairman--Robert L. Schmitt, Louisville Car Wheel and Railway Supply Company, Louisville, Ky. Vice-Chairman--E. F. Blank, Jones & Laughlm Steel Corp., Pittsburgh. Pa. Vice-Chairman--J. A. Vos*, Republic Steel Corporation, Youngstown, Ohio. Secretary antt News-Letter Editor--H, W. Darr, Bethlehem Steel Company, Johnstown, Pennsylvania. Eusimeeriug Committee Chairmen--j. E. Culliitey, Bethlehem Steel Compain, Bethlehem, Pa. Foundry Committee Chairman--F. G. Bennett, The Buckeye Steel Casthtg* Com pany, Columbus, Ohio. ; Health Committee Chairman--Dr. R. C. Engel, Tht Cotrigau, McKfemey Steel Company Cleveland, Ohio ' Membership Committee Chairman--H,, M. Cogltan, Inland Steel Company, East Chicago, Indiana.. Paster Committee Chairman--R. A. Chaffin, Continental Steel Carp., Kokomo, Indiana. Program Coitmitltcc Chairman--A. Bcrgquist, The Youngstown Sheet & Tube Company, East Chicago, Indiana. Publicity Committee Chairman--A. D. Lynch, The Ohio Brass Co. Mansfield, Ohio. Railway Car Builders Committee Chairman--P. J. Brand, Pullman Car & Mfg. Corporation, Pullman, Chicago. * Slides and Safety Kinks Committee Chairman--}, A. Cartel, Carnegie Steel Com pany, Pittsburgh, Pa. Statistics Committee Chairman--W. D. Speight, Keystone Steel & Wire Co., Peoria, Illinois. Members at Large--L. S. Adam, Contmemc! Roll 9c Steel Foundry Co., East Chicago, Ind., C. M. Allen, American Rolling Mill Co., Middletown. Ohio, J*. A. Coltrnt, National Radiator Corp., Johnstown. Pa., G. A. Davis, Illinois Steel Com pany, Chicago, 111., John P. Eib, Illinois Steel Company, Joliet, Illinois, A. C. Gibson, Spang, ChalCant & Co.. Inc,, Pittsburgh, Pa., Harvey G. Hensel, The Youngstown Sheet 9c Tube Co,. Chicago, 111., W. J. Ireland, Kohler Co., Kohler, Wisconsin. F. A. Lauermao, Republic Steel Corp., Soot!- Chicago, Illinois, A. M. Lytle, The Newton Steel Co*u|>*riy. Monroe, Michigan, T. H. McKeuney, IIImkm* Steel Company. South Chicago, III., D. V. Medalle, Interlake Iron Corp., Chicago, 111., W. E. Megraw, H. H. Robertson Company, Pittsburgh, Pa., C- E. Ralston, Pittsburgh Plate Glass Co., Pittsburgh, Pa., J. K. Stafford. Mississippi Valley Structural Steel Co.. Decatur, III., J. M. Woltz, The Youngstown Sheet and Tube Company, Youngstown. Ohio. 270 Twenty-first Congress--National Safety Council Accident Prevention in the Metal Trades at the Crossroads By ROGER K. BUXTON " ** 5 ^ Past President, Boston Branch of the National Metal Trades The speaker said in part : The statement has been made that 35 per ctait of indus trial safety activity in New England has been abandoned. If that is correct, 1 can not but view the future with great concern, if not actual alarm. Certain evidences apiarar to bear this out. Here is an instance: A four-story building was being torn down, the .sidewalk was not protected with the usual safeguards--overhead roofing, adequate dust enclosures on chutes, etc. Doubtless the wrecking contract was made at a low figure and men were hurriedly called back to work. Use location of this building was In the wholesale district, at an intersection much traversed by pleasure cars. A steady stream of them passed this pomt There was no overhead protection, merely a rope boundary, and pedes trians were detoured to the other side of the street. A constant cloud of dtwt was in the eyes of motorists. When complaints wpre made investigation showed several technical violations. Before definite action could be taken, however, tta building was down. In this instance the wrecking company played in luck. How many such buildings can be demolished and have lock bold? As one -walks the streets, with even half an eye, evidences of a ''letting down" arc apparent here and there. I involuntarily divide the public into two groups: the safe, and that mighty throng of the unsafe. Let us glance at a few of both that I have noted to ray recent rambles. In i six-story building I found the elevator door on the top floor open,, and my mention of the hazard excited only the most vague and indifferent interest. Another day 1 noticed'one of those "prepared" pieces of stone cornice being hoisted into place. A decidedly stupid workman stood beneath it gazing abstractedly at that heavy load as it soared aloft. The foreman lingered around without the vaguest concejaiott of the roost elementary principles of accident prevention. The "lame and lazy" were protected but it was no fault of anyone that the classic features of that stargazing goof were not marred for good. Some exposed welding which I wit nessed the otlcr iky causes my eyes to acta even now at the recollection. I am glad, however, to be able to give two or three examples of the "reverse of the shield/* In Copley Square. Boston, wc have a noted church. The New Old South. It stands beside our library to Copley Square and its great tower has been one of the dominating land marks; to any view of Boston. Thai tower has been canting at a dangerous angle for some time, and as it U on filled m land, once a part of the bay. an actual hazard existed. I have often wondered if it would not ta my miserable luck to have the great tower fall at just the precise moment that I was about to enter the library which stands alongside. However, this great old church is now no more, for it has been razed and a safer, if less artistic, building is the result. I like this better than-locking the door after the horse has departed. One last rlhwtratiota: A little tame work stoop I noticed the other day had 8 little eye shield of most excellent design placed over the little emery wheel with which the miniature sliop was equipped. While I have tad considerable experience with this type of guard, and have made some exhaustive studies m connection with them. I could not possibly improve on this one. Accident prevention is a very living axl vital work, not one that is static or has crystallized and hardened into set forms and methods. There isn't any serious safety nan in the country today who not open to any new angle oc slant which may be presented to hint. *ven if some of his pet views must go by the board. One of the most valuable activities of our safety councils is this continually keep ing abreast of the times The history of the ups and downs of the safety movement Metals Section 271 would be interesting reading. One period we stressed propaganda am! education; at another, it was all up to the management and the foreman was probed to renewed exertion; again, it was a period of appealing to our sympathies, and at another we held interminable conferences, etc. Accident prevention is sufficiently trying so that one cannot talp getting discour aged at times: but if there is anyone who for one in'mutc thinks that this movement can be junked, discarded, shelved or discontinued, there is au abundant evidence of accident devastation in the old days before organized safety work began that should convince the most ardent conservative mossback. It isn't so very long ago that to the betiding trades a life for every story was taken as a matter of course. Buildings are being erected nowadays, frequently with only the most minor lost-time acci dents. Now, I wish to sound a warning, and f am not in the least concerned about whose toes I may tread upon. When industry resumes, H is going to begin in many in stances with employees who arc to many coses misfits. Personnel work and the intelligent selection and placement of employees has also been more or less ditched. An idea of the extent to which H has been curtailed may be gained by referring to an article by Abraham Epstein in the American Mercury for March, entitled, "Wel fare Work an Autopsy." It is a rather sari commentary on the panic of American business morale. In the rush for yobs, shoemakers will be seeking jobs as foundrymen; weavers as punch press operators: clerks as lathe operators, and whatnot. Some of the old hands will have grown a bit soft with the demoralization of unem ployment. Unless some miracle occurs, and some factor of rational thinking enters the picture, wc are due for a veritable holocaust of industrial accidents. Far from any thought of finality, therefore, or of abaiKkming safety efforts, a more rational view could be that we are just to the more or toss efavteutary stage of the game. President Bergqmst said at the National Safety Congress, t year ago, "In the beginning accident prevention was believed to be, largely, a mechanical sub ject and that the correction of physical hazards would end all difficulties. Now we realize that the accident problem is as broad and far reaching as life itself, and that accidents often have their origin m remote causes. Physicians and psychologists have studied the mind and body ^seeking the hidden causes of human lapses." This great field of accident causes has scarcely been toadied. J. A. Oartd, Chief of Safety Bureau, Carnegie Steel Company, Pittsburgh, pre sented a formal resolution that the Metals Section go on record "that it is a mistake for industrial plants to let down on accident prevention activities." The resolution was unanimously carried. Unusual Accidents in the Foundry Industry By FKED G. BENNETT Safety Director, Tha Buckeye Steel Castings Co., Columbus, Ohio f The speaker said in part: In the foundry industry, attention should be paid to those operations that ordinarily are not a part of the regular routine and practice; rciwiia, painting, erecting, fighting fires, construction, unloading heavy machinery, truckage, entering pits, high tension wires, electricity, dumping railroad cars by hand power and sudden exposures to climatic conditions are some of the circumstances that can cause an unusual accident. We cannot over-estimate the importance of strict adherence to general housekeeping rules. An unusual accident can easily be the result of a very slight letup in foundry tidiness. A pint can half-full of naphtha paint was toft or. the Root by a workman. A spark from a welder's torch ignited die paint; an employee placed the can on a board and was carrying it outside the shop, the flame was not very high, to fact, it could have burned out where it was found. On the way out. however, he stopped just 272 TwcMy-first Congress--National Safety Council behind another workman who turned accidentally, when he noticed the flame, and knocked the ran off the board. Naturally the Dames spread and this last workman received bums that resulted m his death. Better Housekeeping would have prevented this acchlcnt. A steam crane is unloading heavy material; the sagging of the track causes the cruse to partly topple over and against a retaining wall; two men arc in the cab: the crane did not fall far enough to injure either matt, hut a steam line was broken when it struck the wall and the escaping steam scalded both men. respiting in fatal injuries. Another case illustrates Use unusual. A safeguard of heavy material was installed to prerent scrap rails flying when being cut in shears; a workman holds to the rail being cut, just long enough to have his hand caught between the rail and the guard, losing at) his fingers. When planning safeguards, it is well to try to think of all the situations that may arise in the use of such a guard. In scanning the records of 300 fatal accidents and ISO permanent partial injuries, there were none winch could be classed as unusual: however, this does not prove that the umisml accident never occurs. It is always lurking about to present itself. So when we think we have our job pretty well completed, right then is the time to start thinking of what might happen. Unusual Accidents in Car Building By P. J. BRAND Director of Safety. Pullman Car A Manufacturing Carp., Chicago A review* of more than IOjOOO injuries of all kinds that happened over a period of several years in three of the country * largest caibuikllng plants---both freight and passenger--revealed that 30 to 40 per cent were to the eye. caused by flying objects and particles. The balance of the injuries were mainly caused while handling material*. Kye Injuries were practically eliminated when we were convinced that no half measures can be taken if employees arc to wear goggles. Until a mandatory ruling was made that all employees must wear their goggles, eye injuries continued to occur. Wc at first tried all forms of persuasive measures. We tried designating occupations at which goggles smut be worn. We tried mild forms of discipline, etc.; yet. the eye injuries were frequent The injuries, principally, were to employees io occutmtioos not considered hazardous to Use qye. These experiences convinced the shop management (hat steps had to be taken to require all employees that work sn. enter or walk through department* where particles and objects may fiy, to wear eye |h*i election. Here are a few "unusual" eye accidents that happened before a definite gaggle policy was established: Foreman of a wood mill got a piece of sawdust in eye. Infection resulted and ey< was removed. - l*siiverby struck by a chip broken off drill on drill press which flew twelve feet. Employee standmsg six feet from a metal band saw, sorting materials; saw broke, guide wheel rebounded off saw table and struck him. Nall driven into wood car siding flew 30 feet and struck a laborer. Employee, left his work to chin with fellow employee operating a punch wudmwt, particle of a broken punch struck him. Shovelling sand and piece of sand worked its way into the eye and it finally had to be removed. Employee serving cloth for a seat cover, by hand, needle broke. Sewing with hand needle. As whistle blew for lunch, employee placed the goods he was sewing on the bench, and as he resumed work after lunch, picked up goods Metals Section 273 ittwl needle suspended from a thread about 18 inches long flipped around and cut eye open. _ Foreman watching operation of a bull riveting machine. Die broke and particle of die struck him, costing loss of sight of one eye. Other unusual accidents include the following: Track workers repairing track, using burred tool. Chip flew off, severing jugular vein and be bled to death before medical assistance could be obtained. The lesson from that happening taught us that foremen, safety committeemen, and as many others as possible, should know the pressure points to stop hemorrhage. Portable grinding wheel broke and caused serious injury to operator. He bore down too heavily. Besides, he used a 4 inch safety flange on one side of the wheel and a 2 inch safety flange on the other. Lesson front that one was that emery wheel mounting should be done by a reliable and experienced man in the tool department. A shaper operator had lliree Singers on one hand cut off. Several years later, he had the same fingers on tl>e other hand cut off on an identical operation. While convalescing front his hut injury, the Injured man developed a very- piuctical safe* guard to prevent an injury of this kind. Machinist working overtime, alone, operating lathe. Went out to lunch and had several drinks. Resuming hts work after lunch, jammed tool into stock, point of tool broke off and struck eye. Man had io supervision, consequently working while intoxicated and wore no eye protection. Explosion of an oil tank on a portable rivet heater caused the death of several and injured others. Weather was severely cold and l did not flow frefely. Employees* built a bonfire under tank. Gasses generated mi tank and it blew up. Outside contractor employed to overhaul skylight* let 1m men throw ikbvL over side of building. Warned by safety inspector to discontinue practice as it wa- a passageway. Contractor did not heed warning and an employee was struck by some material thrown down. Lesson learned was that there should be incorporated m contracts with outside contractors working in the plant that they will comply with all plant safety rules and regulations and shall immediately remedy any unsafe condi tion, or discontinue any dangerous practice, when attention thereto is called. A shaper knife broke and flew, cutting off a finger of operator's hand. Analysis of the steel vised in fashioning the knife revealed it was not the proper steel to use. Sftaper knife flew out of collars and struck operator and His foreman. The foreman had set up the machine and had taught the man How to run it. Man lost an arm and sustained serious body injuries. Foreman had fingers nicked by the flying knife. Failure of the foreman to properly tighten the knives in the collars caused the acci dent. AJ1 shaper collars were so notched and grooved after the aceidem as to make it impossible for the knives to fly out. This accident is a tip to manufacturers of (hi* type of equipment to so build their machinery as to ircvet a similar occurrence. Unusual Accidents in the Metals Industry and Lessons to Be Learned from Them By W. J. GRIFFITH Superintendent, Safety & Welfare, Jones at Laughlm Steel Corporation, Pittsburgh, PeiuM. Tle speaker said in part: 1 he majority of our accident* this year have been unusual. One morning during the past month I was called by "phone at 6:25 a. m. and told that a man had fallen from a crane at our furnace department. He fell a distance of about 12 feet. At 6:50 a. m. the same morning 1 was again called by "phone and told that a man had fallen from a small crane at our bar mills. He fell a distance of about 15 feet. At 4:40 a. m. the following morning I was again notified 2/4 Tieeuty-first Congress--National Safety Council hy `phone (Hat a man had fallen between two cars to our open hearth department, and at 12:40 a. to. the following morning, or 42 hours from the time of the first aerhintt, I was called and told that a man had fallen Into a pit at the open hearth department and was fatally burned. A man was grinding a piece of bar M inches square by IS inches long on the side of a grindstone. The bar slipped from his hand, going between the guard of the stone and the stone hsclf and was carried around with the stone and came out at the top of the wheel, penetrating the man's hand, going through at the palm and coming out at the wrist. Another unusual accident happened at our plate mills. Tht mill was shut down waiting for steel: the laborers decided to remove the floor plates and dean the scale pit. After the plates were removed an employee was put on guard to sec that nobody walked into the pk. The oiler on the null decided it was a good time to oil the table rolls. He started oti the opposite side where the pit was being cleaned and did not sec the laborers remove the covering. Just at this moment also the guard had his attention attracted to other workers nearby arnl left his position. As a result, the oiler, who did not see the pit because it was in shadows, walked, squarely into the opening which was 12 feet square and 18 feet deep aud cootamed 5 feet of water. The man swam about until he came to the sewer opening, leading up under the mill. He managed to climb through this sewer under the rolls while the null was in operation and eventually reached the mill floor. Of course, you warn to know where the man went who had been left to guard the pit. When laborers went to get the bucket to clean out the pit. they found tfuU tl>e caUes operating it were worn and would have to be changed, so the man who lad been left to guard the pit walked over to see what the trouble was. The last two accidents I have mentioned were, of course, doe to disobedience of safety rules, and such accidents can be stopped by enforcing the rules. In order to enforce rules of any nature it is necessary to make certain first that the individual understands and Is familiar with these rules. We fed there is only one way in which we can believe the men will have this knowledge and that is through education of the foreman, who hi turn passes this Information along to the men working under his supervision. Unusual Accidents in the Machine Shop Group By K. C. SALISBURY Safety Engineering Department, Hardware Mutual Casualty Company, Steven* Point, Wis, The speaker said in part: In scanning numerous claim files in the records of my company for unusual machine shop accidents, l was surprised to find how difficult it was to select accidents of an unusual character. Practically all were of the usual type, (he guard was removed, the* goggles were not worn, the floor was slippery, wearing apparel was incorrect, the wrench slipped, and so on indefinitely. One of these accidents occurred in the state of Wisconsin on June 24, 1932. A general foreman, in charge of maintenance, was endeavoring to replace a faulty steam valve, weighing approximately 65 pounds, situated approximately 22 feet from the floor level. This foreman-one whom his employers depended upon to jwopcrly super vise employees--because of economic conditions was doing work that he might other wise assign to others, and had placed an ordinary portable ladder equipped with safety shoes in proper position. He loosened the bofts on the flange and started to pull the valve out. Anticipating resistance, which was not there, he was overbalanced and fell to the floor, the 65 pound valve falling with him. crushing his chest, and he did shortly after. Metals Section 275 The lesson from this accident is that, in the first place, a ateamfiticr. or at least a man accustomed to this work, should have been employed, and in rise absence of this, certainly a temporary scaffolding should have been erected. Neither the safety shoes on the ladder, nor in an extreme case a man holding tlie ladder, would have prevented this so-called unusual accident. Another so-called unusual accident occurred on August 15. 1932. wlxn an elec trician helper had been called to make repairs on a 24-inch horse power fan. The fan was located 15 feet from the floor level. As the electrician approached the fan he observed tliat it was not working. He threw the starting switch, setting the fan momentarily m action, then stopped it, and using a gmrtable ladder ascended and after a careful examination, discovered that the fan was badly in need of lubrication. This lie proceeded to do and descended the ladder, throwing in the switch and moving the ladder to closer proximity to the fan; then lie made a second ascent for the purpose of reassuring himself tliat it was tn proper running order. On the second descent of tbe ladder, while grabbing for one of the rungs of the ladder, his hand was caught In the revolving blades of the fan, severing two fingers and badly lacerating the entire hand, the damage being estimated at 50 -per cent permanent disability. An investigation of this accident disclosed that the ladder was improperly placed; but more inq>ortant still, lad the fast been guarded--although it was considered un necessary to guard it because of Its location--the accident would prolwMy not have happened. The point is tliat these accidents, and practically all of those that we have discussed this morning, appear to us unusual at the time but on more serious reflection with determination to establish a basic cause, we will find that accidents, in the proportion of 83 per cent, as given to us by Mr. Hcnrich, are controllable tbrqugb supervision and are not unusual at all. merely the unexpected happens. THURSDAY MORNING SESSION October 6, 1932 The session opened with the presentation of awards to winners In the Fourth Annual Metals Section Safety Contest. It was notable that 206 units were entered in this contest, which extended from January I to June 30, 1932, as compared with 190 units entered hi 1931, 1S2 m 1930, and 34 i 1929. Approximately 140,000 em ployees worked 141,609,804 man-loors. The 1932 average frequency rate was 9.194. This represents a 17 per cent decrease over the 1931 rate of 11.127; and a 41 per cent decrease over the 1930 rate of 15.604. During 1932, 105 units completed the contest with a frequency rate below the average, and 45 units completed die contest with a perfect safety record. The outstanding facts ni the contest were given by General Chairman Frank A. Laucrman; >n the name of the National Safety Council he then presented tlte awards, which consisted of handsome bronre plaques to winners of first place aud certificates to others. The units winning first place iq. each division were as follows: Steel Mills Division, Group A, The Corrigan, McKinney Steel Co, Cleveland, Ohio. The same division, in Group B, The Midvale Company. Philadelphia, Penna. The same division. In Group C, Republic Steel Corporation, South Chicago Plant, Chicago, Illinois. Rolling, Finishing and Fabricating; Division, Group A, The American Rolling Mills Company, Zanesville Works, Zanesville, Ohio. The same division, in Group B, Great Tuikcs Forge ComjKuiy, Chicago. Iron Foundries, Groups A and R, National Radiator Corporation, New Castle Plant, New Castle, Penna. Steel Foundries Division, Groups A and B, Haynes Stellite Company, Kokomo. Ind. 276 Ttvcnty-first Congress--National Safety Council Heavy Machine Shop Division, Group A, Lycoming Mfc. Co.. Plant No. 1, Williamsport, Pennsylvania. The same division. Group I}, United States Rubber Company, Shoe Hardware Company, Waterbury, Conn. "Your Hoar** The next part of this session was a special feature entitled "Your Hour.,r led by 1. H. McKetutey, Supervisor of Labor & Safety, Illinois Steel Company, South Chi cago. Questran cards had been distributed and returned with safety problems, which Mr. McKcmtey read from the floor, and then asked for solutions. Questions and answers were as follows: Qurslwn No. Jr "It was expected that poor working schedules would cause more accidents, but this has not been the case; why not?" One reply was tint plants are not pressed for production. However, a strong percentage of the delegates were of the opinion that spreading the work and putting new men on new jobs was causing accidents. A vote of delegates on whether or not frequency of accident* has decreased during 1930 and 1931. resulted in a vote showing a deckled decrease. Question No. 2: "What practical means can be used to detect defects which may develop in crane wheel*?'* The replies included: visible inspection for- cracks, flat surfaces, etc.: lapping wheels with hammer; also gauging the flanges. One well known company makes a monthly inspection of all parts of the crane. Question No. 3: "Have any troubles or injuries been encountered due to metal caps ou safety shoes?" Several well-known companies do not permit any safety shoes except those with steel toe. Flammable materia! hi a composition toe is considered objectionable. Practically every man went on record as favoring metal tipped toes and a vote showed unanimous approval of steel toes. Qwsthm No. 4: "What procedure should be followed if superintendents, foremen and workers do not co-operate in the accident prevention program?" The answers included the following: Our management is always with us but a good organisation will also offset opposition to safety. Putting objectors at the heads of safety com mittees will often effect a cure. Safely must begin at the top. A safety engineer who cannot sell his wares to his men should move. The safety engineer must sell his wares to the management, and all executives are susceptible of being influenced if mopcrly approached. Both the emotional approach and live discussion of safety on a awl basis are valuable to make the management listen. Question No. St "In the investigation of accidents and near accidents, what is the best method of procedure--through the foremen, by a committee, by a safety inspection, or otherwise?" Many delegates favored an investigation by the department superin tendent and his men, foremen, etc., with the safety engineer as secretary and assisting m the questioning. Another suggestion was by means of a trial. An immediate investi gation is advisable, since conditions soon change, especially if someone is especially at fault. * Question No. 6: "Now that we are agreed that responsibility for accidents rests with the head of the department, what is the safety department doing to lighten the load of the foreman?" It was agreed that the safety department should help the foremen in every possible way. It ts important to combine safety and training. The Anal feature of the program was the presentation of the Him strip entitled "Safety Kinks," by J. A. Cartel, Chief of Safety Bureau, Carnegie Steel Company, Pittsburgh. Mr. Oartcl presented a great variety of machines and devices with appropriate remarks. . ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATION A L S A F ETY CO U N Cl L Mining Section Officers 1931-32 General Chairman--W. H. Cosuxs, National Lead Co., St. Francois, Mo. / 'ice-Chairman in Charge of Membership { Coos Mining)---Txii.-Mas E. LicttTKior, Koppcrs Coal Co- Pittsburgh, Pa. Tice-Chairman in Charge cf Membership (Metal Mining')--P. M. Arthur, Amcr- . lean Zinc Company of Tennessee, Mascot, Terni. I'ice-Ckairman--J. W. Alt, Calumet & Hecla Consol. Copper Co, Calumet, Mich. irjce-CkainnoN- --Frank B. Dunrar, Pickands, Mather gr Co., Mather, Pa. Secretory and News-Letter Editor--DAtetn Harrington, United State* Bureau of Mines, Wahaifti>n.tD. C. Chairmen Statistics Committee--VS. W. Abases, United Stales Bureau of Mines, Washington, D. C. Chairmen EMferteimncnt Committee--J. T. Rvan, Mine Safety Appliaitce* Co., Pittsburgh Pa. Publicity Committee--M. R. Bubd, Explosives Engineer. Wilmington, Del. R. Dawson Hall, Coal Age, New York, N. Y. Chairmen Poster-Slide Committee--J J. Forres, U. S. Bureau of Mines, Pittsburgh. Chairmen Engineering Committee--'W. T. Metzger, Hudson Coal Co.. Scranton, Pa. Chairman Program Committee--C.nas. It. Hazkltox, Piekands, Mather & Co., Cleveland. Ohio. Mctn hers at Large-- M, F. Fairlie, The Mining Corporation of Canada, Ltd. Toronto, Out., Canada. H. C. Hexrxe, Phelps Dodge Corp^ Bisbee. Ariz. R. N. Hoslkx, Coal Mine Section. Pennsylvania Compensation Rating & In spection Bureau, Harrubuig, Pa. > GtoCE Martinson, Piekands, Mather & Co., Hibhuig, Mum. C. A. McDowell, Pittsburgh Coal Co.. Pittsburgh. Pa. D. D. Motfatt, Utah Copper Co., Salt Lake City, Utah. Howard I. Younc, American Zinc, Lead and Smelting Co., East St. Louis, IH. TUESDAY MORNING SESSION October 4, 1932 The sesslom of the Mining Section convened with General Chairman \V. H. Comitts, National Lead Company, St. Francois, Missouri, presiding. After welcoming the delegates, Chairman Comma asked toe the report of the Statistics Committee which was presented by W. W. Adams, U, S. Bureau of Mines, Washington, D. C , Chair man, in part as follows: 277 278 Ttccnty-firft Congress--National Safety Council Statistic* Committee Report Although employment In the mining industry was reduced 28 per cent over the previous year, companies reporting to the Matronal Safety Council represented 34,0004)00 man-hours during 1931. Accident frequency at these planes was reduced over 6 |cr cent and accident severity 8 per cent during the year. Figures of larger scope, wow available for certain branches of mining since the early returns were furnished to the Council, show that anthracite mines reduced their accident frequency 2 per cent kt 1931 over the previous years, bituminous coal mines lowered their frequency rale 12 per cent, metal mines 20 per cent, nod-metallic mmerai mines 10 per cent, and mills and smelters 27 per cent. Tire number of accidents and the number of man-hours worked have greatly de clined in recent years at both metal mines and coal fames. Some of this decline was doubtless the result of jkw markets, but much of it represents increased efficiency due to improved operating methods. Metal mines have succeeded in reducing acci dents at a more rapid pace than the decline in man-hours, and the result has been a gratifying reduction in accident frequency per million man-hours of exposure. Coal mining, on the other hand, while also marked by fewer accidents, at least fatal accidents, and fewer man-hours of exposure, has not reduced accidents quite as fast as man-hours. Hence the accident frequency rate for coal mines over a term of years has shown a mUd upward trend. Nevertheless, the rate last year seems to have gone down, and there arc indications that the rate for 1932 is also declining; which may indicate that the tide has turned and that the coal industry, as weM as the metal industry, wifi reduce its accidents to ait extent equal to or greater tlan it lowers the number of man-honrs required to mine a given quantity of coal. Tl>c report of the Poster Committee, presented by J. J. Forbes, U. S. Bureau oS Mines, Pittsburgh, Pennsylvania, chairman, showed that during the year over 350 safety posters had been issued by the National Safety Council suitable for me by members of the Misting Section. . Report of the Secretary The report of the Secretary, D- Harrington, U S. Bureau of Mlues, Washington, D. C.. revealed that "1931 has established a record of low rales of accident occurrence m both coal and metal mining." Approximately 1430 persons were killed In coal mines in the United States m 1931 against ati average of 2409 annually for the previous 25 years. The 1931 fatality rate of about 327 persons killed per million Ions of coal rained is the lowest rate achieved in any year of the present century; ami for tlw first eight months of 1932. the rate wsi lower then for the similar period of 1931. Explosions caused only 85 fatalities as compared with 264 in 1930. and as compared with an average of 341 annually from 1922 to 1930 inclusive. From January 28. 1931. to November 3, 1931, or over nine months, the bituminous mines of the United States did not have a major explosion disaster (one in which five or more lives were lost). While numerous factors contributed to this long period of avoidance t>f major explosions, at least three'major disasters unquestionably were prevented by rock dusting. In 1931 Alaska, Michigan and Texas had no fatalities in coal mines and every other coal producing state except Indiana, Montana. North Dakota and Maryland had fewer coal mine fatalities In 1931 than ui 1930. Alabama, New Mexico, Ohio, Okla homa, Utah -and Washington all reduced coal mine fatalities 50 per cent or more in 1931 as compared with 1930 and usually the dominant factor m this reduction was the avoidance of mine explosions. For the first eight months of 1932 the fatality rate is but 3.126 deaths per million tons of coal mined, which is a definite improvement on the rate of 3.384 for the first eight months of 1931, or the 327 rate for the entire year 1931, The anthracite mining industry also is showing definite progress in safety in 1932, with but 148 deaths for Mining Section 279 the first eight months, as against 265 in the first eight mmths of 1931; the 1932 rate ua anthracite mining up to September 1. 2932, being 4.829 and that of the first eight months of 1931 having been 6.657. During the past year many remarkable safety performance* iu mining have been achieved. In metal mmtng the Miami Copper Company worked more than 30 months or more than 30.173,000 man hours and produced nearly 13,300.000 tons of ore from underground workings without a fatal accident. The Utah Copper Company operated its open cut mine for a three-year period without a fatality and moved more than 75,0004)00 ton* of rock mud ore, the man-hours of exposure being almost 11,000.000. Coal mhirng companies, too, leceully have acliicved safety records almost unbeliev ably good; at least five fairly Urge producing coal mines have been able to operate a year or more without a single lost-lime accident, lltesc being the Dehue mine. The Youngstown Mines Corporation, Dehue, West Virginia, the Urier IIill mine. The Buckeye Coal Company, Brier Hill, Pennsylvania; The No. 1 mmc. Phelps Itodgc Corporation, Dawson, New Mexico; the Alloy mine, Electro Metallurgical Company. Alloy, West Virginia; and the Imboden mute, Stenega Coke 3. Coal Company, Imboden, Virginia. The cement industry continues its excellent safety performances and now- at least right cement plants have joined the thousand-day club, having not had a lost-time accident in 1000 or more days. The Iola, Kansas, plant of the Lehigh Portland Cement Company has worked for six years without a lost time accident and in that period had nearly 2,300.000 man-hours of exposure ami handled practically 1350.000 tons of cement rock; and the Snaths Eddy quarry of the Lehigh Portland Cement Com pany, with an average of 33 employees, has not had a lost-time accident from February 17, 1926, to at least September 1st, 1932. the exposure bring practically 666,000 man-hours during which over 2300.000 tom of rock were produced. Another remarkable safety performance is that of the underground mine of the Alpha Port land Cement Company, Irooton, Ohio, which has not had a lost-lime accident since September 21st, 1926--over x years. During the period its employees have worked 999 days with a total of 569,848 nan-hours of exposure* Fifty-four new chapters cf the Holmes Safety Association were established last year, bringing the total number of actively functioning cliaptcr* now to over 150, with a membership about 50,000 Dv*en* of instances are at hand in which actual figures have been furnished indicating Hut after Holmes Chapters lave been installed and kept in active working order, accident occurrence has been reduced materially. Omirman Comim, at this pomt. introduced George Opp Safety Engineer, The Detroit KHivm Company, Detroit, who made an inspirational address, stressing the finer points, or what might be termed the altruistic phases, of accident prevention work. Mr. Opp *tx&e extemporaneously, and no record is extant. Some Data on Lighting in Underground Mines . By a W. OWINGS Associate Mining Engineer, U. 8- Bureau of Mines, Pittsburgh Experiment Station, Pittsburgh, Pa. Lighting is of paramount importance in reducing accidents ami in increasing safety underground. Light, by definition, is an essential condition of vision: it is that form of energy that produces vision. Light and life, both having "P as the first letter, are, perhaps, significant erf the necessity of light in order that man may live. In opposition to this thought, two words starting with the letter "d,*' darkness Published by permission at the Director. V. S. Purest! o\ Mines. (Xot subject to copyright.) 280 Tivoily-firs! Congress--National Safety Council and death, appear to indicate danger where light is absent. Half light, or dimness, likewise belongs to the unsafe group of words. In uiMierground mines, darkness reigns with all the attendant dangers unless its abdication is forced, by proper lighting. Many other industries have given serious consideration to illumination of work places, with the result that during the past decade accidents caused by improper lighting lave decreased from 25 per cent to about 15 per cent, according to conservative estimates. Although a few progressive mining men have given mine lighting some thought, the industry as a whole has made little or no effort to take miners out of the twilight zone in which they work. No estimate has been made of the jxrrcentagc of mine accidents caused through improper illumination. The safety division of the United States Bureau of Mines has been studying mine illumination during the past year, and some of the tentative findings of this in vestigation are given in this paper. Mine lighting consists of two general systems, lighting v. ith fixed or sennipcrtahle lamps, and lighting with portable cap or hand lamps; in oath group, lights may be of the open or closed type. Discussion in this paper will deal chiefly with carbide cap lamps and permissible electric cap lamps. Illuminating engineers use terms that are unfamiliar to the average muling man; therefore the following definitions of terms are given, Dafinkion* of Terms Uud Light is radiant energy m the form of wave motion of such range as to affect die eye and produce the sensation called vision. Luminous Jfax. defined as "the time rate of Wow of light,** or flax a/ light, refers to an actual continuous flow of light energy or light waves from a light-giving- or luminous source; hence, the term "luminous flux". The velocity of the propagation of light wares, or in other words, the velocity of light, is about 186,000 mites per sccoud. A light ftux is a volume of ether which has been forced into transverse vibration by revolving electrons. In a flux of light there is, therefore, no actual flow of anything mate rial, in the sense in which a liquid Bow's, but there is an actual movement of light waves. Light flux, or energy' ha motion, may be considered moving at a constant rate of speed, and for all practical pbotonretric rueKsurcrocnts the cien>eiit of time may be neglected. Caudle is the "primary** standard of all light measurements, and from it all unit* of light are derived. The candte, which is the luminous intensity of a light source ia a given direction, is the light density in that direction, and it represents the average horizontal intensity of the "international candle*'. The "international candle" described as a sperm candle weighing 1/6 pound and burning 120 grains of its material per hour. CatttltePfmvr is luminous intensity expressed in candles. The candlepowcr emit ted represents the intensity m one direction only. Therefore, it is necessary to know' the candlepowcr oi an illuminaut in all directions before its total light output can be determined. * The rotan candlepowcr of the liglrt stream Is a musurc of tiic total light; it does not change appreciably with changes in distribution of the same light source, although the candlepowcr at any point In the beam of light varies with the light distribution. The meau candlepowcr of the light beam is not apparent frodi the candlepowcr curve. It is not die arithmetical average of the candlepowcr at the various angles, because the outer beams illuminate greater areas: therefore in determining the mean candlcpower of the whole light beam, the candle- power reading at each zone must be given its appropriate weight, M*\in spherical cendUpawer of an illuminant is the average of all the candle- powers in all directions about the illttnwuint or light source. .1 lumen is the amount or quantity of light falling on a surface 1 square foot in Mining Section 281 area, every point of which is 1 foot from the uniform light source of 1 candlepowcr. The lumen is a measurement of tlw quantity of light flux from a source of light, ir respective of direction, as opposed to candlepowcr that is a nicsswrcriKiU of in tensity of a light source in cue direction only. Expressed more technically, the lumen is the unit of luminous liglrt flux, light quautity. or density, or it may be termed the "unit of rate of flow of light.'* It is the amount or flux of Sight emitted in a unit solid angle*--by a light source whose average luminous intensity (sec candlepowcr definition) throughout this solid angle 5 one. I he rw of a surface of a sphere with a radius of 1 foot is 4 11 r* = (.4) (3.141G) <l)# or 12.57 square Icet; therefore, there are 12.57 unit solid angles In a sphere with a radius of 1 foot. Hence a light source of 1 candlepowcr generates 12.57 loincn* of light Hue, or the total light flux emitted In all directions by a point source of I c.-mllei:<wer must be 12257 lumens. Illumination Is the density of the luminous flux or light flow tai a surface. In other worth, it is the light-flux density impingii g or fatting on Ore surface oi an ilium"mated object Illumination is measured in a unit called the foot-cundk. Foot-candle is Hie unit of illumination or oi light-flux density. An illumination of 1 foot-candle is that illumination produced by a l-candlepowcr Jiglrt source, on a surface 1 foot distant from the source, or it is the illumination produced on every point on a surface having an area of L square foot if one lumen of light flux is spread uniformly over it. In other wortls, a foot-candk represents (be illtmmtatkw at a point on a surface which is l foot distant from and perj^mlicolar to tire rays of a 1-candlcpower light source. Light-flux density is the quantity of flux or flow of light j>er unit area of the il luminated surface; that is, the quantity of flux, in lumens, per square foot of area. To obtain illomirmtkw (see above) the light flux oti an urea in lumens is divided by the are* in square feet. The result will be the. light flux density in lumen* !*t square foot or in foot-candles. Inverse square law. The degree of U'.ummatioa oa a surface depends on the camflcpower of the fllominant and on its distance from tltat surface. lUimmtaiion decreases m proportion to the square of the distance. In general, the fllmninalkm produced on a surface by a single source can be obtained by divklmg the candlepower of tic light source by the square of its distance from lhi* surface. This i iation is known as the inverse squat e kty. Brightness. Any object which emits or reflects light has brightness and becomes visible. Brightness in any given direction is measured m terms of <*ud/*/xrrtv*' per square inch. The brightness of a surface In a given direction equal* its candlepower in that direction divided by its projected area in square inches. Candlepowcr Distribution The manner m which the intensity or candlepowcr of a light source is distributed is important hi mine lighting. Under present developments, portaldc law*!* must Ire used for general work, and as their weight is limited, the intensity of tlic Jijjht is restricted. The use of reflectors to concentrate the light is necessary. There are two general types of reflectors in use: (l) th? polished or bright swface reflector that projects an intense beam of light near the axis of light, but with which at 10 or 15 degrees from the axis the light intensity is less than one-tenth of the max imum; and (2) the diffusing reflector that produces an even distribution of light without light or dark areas m the illuminated zone. The type of reflector finish is important in accident prevention because of the glare that may result In reduced or confused vision and thus be the cause of an accident. The bright or polished reflector produces glare that in the opinion ol i A soM yte * out u<rl< as 5* formed by eo&necung n c oa tlic surface of a sphere lo tbe center <rt the sphere: if this area t 1 foot square and ihe m5m oi the *;'Wc is 1 foot in tenftih, H annfo is e*Ued * unit solid angle. 282 Twenty-first Congress--Notional Safety Council lighting experts may be Harmful. Glare in mines is the result of contrast rather than brightness. With the dark or black background found in mines even a rel atively dim light may produce glare. If a workman glances into the light re flected from a bright surface and the surroundings are dark, glare results, and his vision is adversely affected. The diffusing reflector tends to spread out the light and reflect it from a number of different ltoints, thereby providing a light-colored background behind the flame of an open light or the filament of an electric light: by reducing the contrast, glare is also reduced, The lowest average intensity of the open-flame lamps tested is 4.19 mean candlepower. The maximum candiepower for this group of lamps occurs at 0 degrees and the minimum at 60 degrees; the range of intensity is from 4.52 to 4.00 candlejKiwer. The brightest carbide lamps have an average of 6J90 mean candlepower; the maximum intensity occurring at 0 degrees is 72S caudtepower and the miniraupn intensity of 6.49 candlepower occurs at 60 degree*. The average Intensity i<{ all die carbide lamps is 5.19 mean candtepowcr. A type of electric cap lamp that is rapidly being replaced by brighter lamps has light intensities ranging from 4,16 candlepowcr at 0 degrees to 1.63 candlepowcr at (J3 degrees: the average intensity is 2255 mean candfepower. Another type of lamp that has been extensively used has average intensities ranging from 1.16 to 3.14 mean caiwMcpower, with maximum intensities from 4.37 to 1CX25 candlepowcr and minimum intensities from 1X65 to 1.23 candlcpowrer. Lamps of the same type having plated or polished reflectors have a maximum intensity of 59.6 catxUcpower and a tnmismmi intensity of 0.88 candlepower; the average intensity is 3.00 mean candkIXHver. The maximum candlepower of the poHslwd-refkclGr lamps Is nearly TO time* that of the d-ifftuing-reflector lamps. Still another type of electric cap tamp ranges from 11X5 caudlepower to 1.52 candlepow'cr; the average Is 3.23 mean candlepower. A type of lamp designed to have a more uniform light distribution has a range from 5.05 candlepower to 1.06 camticpower: the average intensity is 2.10 mean candlepower. The brightest lamps in actual use have a maximum candlepower of 223 and a wwvitrawn intensity of 2J& candlepower: the average h 638 mean candlepower. A new type of lamp, not id general use, has exceptionally high intensities, ranging from 57.4 to 67 candlepower: the average intensity is I4J2 candlepower. The average intensity of the electric lamps discussed was 336 mean candlepower. The average intensity of the carbide temps, 5.19 mean candlepower, is nearly 50 per cent greater than the average, 336 mean candlepower, of the electric temps. On (Hr cither band, the candlepower distribution of the lamps is much different, the largest (art of the elcctric-Hght intensities being wHhtn 20 degrees of the axis of U?c beam. The intensity of two electric cap lamps is greater from 0 to 30 de gree* than the intensity* of the brightest carbide lamps. At a distance of 4 ferl Inmn a surface, a 60 degrees cone of light (30 degrees on each side of the central axis) will illuminate an area about 4 feet In diameter. If It is assumed that 4 feet Is the average distance from a light on a workman's head to the place on which he is working, the atklcd intensity of the light included in angles 0 to 30 degrees is if much importance. The greater, part of the effective vision is within the angles 0 to 30 degrees, especially with cap lamps that move with movement of the head. The fcucmrty of one of the newest electric cap lamps is greater at all angles from 0 to 00 degrees than the brightest carbide cap lamps, and at 0 degrees the intensity i>` nine times, as great *. the superiority of this lamp over carbide lamps is selfevident. In general, electric cap lamps have a much better distribution of light than carbide temps, due to the control of the finish of live reflector and the steadiness of llte light source. The flame of the carbide lamp fluctuates and may give a brighter light momentarily than the older type of electric cap lamps, but frequently the Mining Section 283 flame recedes, giving a relatively dim and ineffective light. The polished-reflector lamp is productive of glare in both open ami closed lights. Lumen Output of Cap Lamps in Coal Mines The term "candkpower' is a familiar one, but because it refers only to intensity, lamp manufacturers have adopted the "lumen" as a mean* of comparing lamps, since the lumen is the unit of measure of the (quantity of light of a lamp or of a lamp assembly. The quantity of light given off by the carbide cap lamps ranges from 14 5 to 24.7 lumens: the average of all the carbide cap lamps is 183 lumens. The quantity of light given off by electric cap lamps ranges from 4 22 m 51.5 lumens: the average for all of the electric lamps, exclusive of the brightest type, which is not in general use. is 122 lumens. Many of tlic lamps hart been in use for 4 to 8 years and had not received the proper care. Caudlepower and lumens refer to the light source alone, so that in order to determine illumination, the light impinging or falling on an illuminated surface must also bo measured; the foot-candle is tl>e unit used to measure illumination. A twjt foot-candle is the tUunuctatton at a point on tlte surface which is l foot distant from and perpendicular to the rays of a l-camdlcpower light source. In considering illumination possible from a light or a lamp, consideration at all times sluntUl Im* given to the tew that illumination decreases in projH>rtkm to the square of the distance. Some operations require the workman to be as close as 2 feet to his work. At this distance, carbide cap lamps provide an average Htwnnatvn ranging from 025 to 0,43 foot-candle. Tlte electric lamps provide an average of 0.07 foot-candle to <X$9 foot-candle: however, excluding the two brightest types of lamps, the max imum Pdlamination is (X20 foot-candle. Most of the mine work is done at a distance of about 4 feet, at which distance carbide temps provide from 0.06 to 0.11 foot-candle of illumination and the electric cap temps provide frorn 0.02 to 022 fcot-candlc. When it as considered (hat 90 to 95 per cent of the fight is absorbed by the coal, it is seen that the effective illumination at 4 feet is from 0.003 to 0,006 foot-candle fur carbide lamps and 0.001 to 0.011 foot-candle for electric cap temp!. It lias been stated that fulS-mooo illumination is of the order of 0 02 foot-candle, and from the above figures it is evident that the miner generally works under illumination at a lower level than that from a full moon. While an even distribution of light is desirable, wher.c Use lumens available for mine lighting are so limited, it unquestionably is desirable to distribute this light so that a large part of it is thrown forward. The necessity and advantage of this type of distribution is shown by considering maximum illumination. At a distance of 2 feet, the carbide cap tamps provide from 1.55 to 2.90 foot-candles of illummstioir. Electric cap lamps range from 1.04 to 14.90 foot-candles at this distance. At 4 feet, illumination for carbide temps is from 039 to 0.73 foot-cai'dk*. and illumina tion of four electric lamps is from 0.27 to 3.73 foot-candles. At 10 feet, from 0.06 to 0.12 foot-candle is obtained will) carbide lamps and 0.04 to 0.60 foot-candle is obtained with electric lamps. A comparison of carbide and electric cap temps used in cool mines indicates that carbide temps give brighter illumination than the older type of electric cap lamps but that at least two newer types of electric cap lamp* are brighter and give decidedly better illumination than the carbide temps. Candlepower Distribution of Carbide Lamps in Metal Mines Carbide cap lamps in use in metal mines differ in candlepower from those used in coal mines. Roof trimmers in one group of nine mines have the brighest lights, with an average of 6.98 mean candtcpower; this group ha* tlte highest caudle- 284 Ttvcnty-first Cutiyrcss--National Safely Council tiwtf. or 22.0 caodlcpower. Foremen have the brightest lights in another mine, the average intensity being 4.49 mean candlepowcr. Maximum beam candlepower its this mine is 12.4 candlepower. The dimmest lights in the first group of mines were worn by ttmbcrmen: the average intensity is 3.55 mean candlepower. Motor' men, (saving an average of 2.58 mean candlepower, had the dimmest lights in an* ><h<r rmi>. Workers in metal mines had lamps generally with height reflectors; the brightest average light had a beam intensity of 20,00 candlepcwer. although roof trimmers* lamps, that were more generally brightly polished, had 22.0 beam candlepower. The average intensity of lamps with bright reflectors in all the metal mines ranges from 4.70 to 5.92 mean candlepower. In general, the carbide lights in metal mines are slightly brighter than carbide lights In coal mines; this is probably doe to the fact that mure than half of the lamps arc new' or have tlic reflectors polished, ami is especially true of mines in winch the drifts, crosscuts, or slopes are high. The average quantity of light given off by the carbide lamps in these metal mines ranges front 9.30 to 25.40 lumens. IKuininatioo at 2 feet from the light source ranges from 0.16 to 6.44 foot-candle; and at 4 feet from the source of light, the illumination is from 0.04 to 0.11 foot-candle Electric Cap Lamps The discussion of electric cap lamps is restricted l*ere to actual values obtained in practice. It is true of electric lamps, as ai other mine equipment, that in many cases-maintenance is not adequate. The reasons for the relatively low lighting values obtained for the electric cap lamps are numerous, hut may be summed up briefly as "ignorance and carelessroess." The lamjH >n all mines except one were from 2 to 8 years old. and a natural toss in capacity resulted. Often the storage-battery capacity was not great enough to allow lamj>s to burn 10 Itours, and lower amperage bulbs wore nuhstitiwcd for the bulbs designed for the lamp, this substitution causing an appre ciable knd in the cavtdlcpovfcr. Tlw* lamps in one mhvc were substandard, due to irregular working time, which, tmless definite precaution* arc taken to keep tl lamp in condition, is likely to result in a loss of lighting cajmeity, many pf the lamps in this mine had been burned front 12 to 16 hours and then bad failed to receive a proper charge. More over. the charging rate was too low: for instance, if a lamp using a 1-ampcre bulb is burned for 12 hours. 12 ampere-hours are taken from the battery. If the battery lias an efficiency of 60 per cent, it will be necessary to replace 20 amp-erc-liours in order to restore the charge; at a charging rate of 1-1/2 amperes, the battery' >4a?ult! be charged for about M hour*. !X`i*reciMto ami variation in die finish of reflectors play an important part in reduction of light output of electric cap lamps. The peak cattdleix>wer. generally occurring at 0 degrees, is reduced by bulbs rubbing on the reflector and removing part of the finish in the center. Tests were made on a standard reflector amt a reflector tliat had been in use for a siion time in a mine, and showed tliat the maximum bttensity of the mine reflector was about 75 per cent of the standard reflector, ami the total quantity of light given off by the mine reflector was about 93 per cent of the standard reflector. The trend is now* toward! the brightest electric cap tamps available. The quantity of light given off by these lamps is from 1-1/2 to 3 times that of the average carbide lamp* discussed in this paper. At a distance of 4 feet from the lamps at 0 degree*, these carbide cap lamps give 0.31 foot-candle, and the newest dearie caj lamp* give 3.9 to 2.0 foot-candles, or an average of 10 times the illumination of the carbide lamp* at this angle. At 60 degrees, or near tlve edge of the cotie of light. the illumination at 4 fact is 0.29 foot-caudle for the carbide cap lamps and is 0-48 tu 0.21 iont-camlfe for the electric cap lamps, or the illumination h praett- .Mining Section 2S5 cally the same for all lamp*. These comparisons indicate the advantage of these newest-type electric lamps over the carbide lamps in ligtitiug. The electric lamps can supply at least as much light a* carbide lamp*, in *otnc cases far more, and the light is more uniformly distributed; on the other hand. i proper care is not Riven them, dearie lamps may give only 50 i*r cent or less of their rated light. Carbide cap lamps at all times and under essentially all con ditions provide a flame that h unsteady and ifncertnin: one minute it irviy be Jong and give off considerable light and the next minute it nay be very sisort ami will give lillle or no iliuminatioci. With equal care, electric enp lamps in their present development supply more light and a more uniform and dependable light than carbide cap lamps. Vtaioo and Mme Accident* Examinations of 6,676 men in a metal-mining district showed that only 48/*6 per cent had normal or 20/20 vision in one or both eyes. Of a total of 570 men who had been injured in accidents in which it was believed improper illumination was involved. 39*2 per cent had normal virion in holh eyes, or 608 per cent of tin; injured men hud subnormal vision tn one or both ryes, as compared with 51.4 jer cent for the district. In other words, 18J per cent more of the men injured Iwd subnormal eyesight than was the case among the average workers. Of the 570 men injured. 92 were injured from 2 to 6 times each in accidents hi which it might be held that illumination was involved, and of this group, those having 20/50 to 20/400 vision were injured an average of 3 0 times. To estimate the iiart illumination plays in mine accidents. a comparison of the average illumination for each group of workers -with tlie muwhcr of site accidents in that group should be made. Comparisons of this nature have been made in a number of mines and, in general, those groups of men tliat have the brightest lights receive the fewest injuries. A comparison of mine accidents at*d illumination m a coal mine where carbide cap lamps are used indicates tliat (1) foremen have the brightest lights and they received Che least number of Injuries; (2) shot Brers have the second brightest lights and received the second smallest number of injuries; and (3) tlic loadingmachine helpers, who had the dimmest lights, had next to tlie largest number of accidents- With one exception, as tlxe illumination decreased tlic accidents in creased. Carbide cup lamps must be cliarged every two or three hours, and for this reason the average level of illumination decreases gradually from the start of the shift during a period of two or three hours; when the lamp* are recharged, the general level of illurnkmikut increased considerably. A comparison of iJJvn--'na tion and mine accidents by time of shift indicates definitely from data at hand that in mines using carbide lamps, accidents occur, in general, at those periods when the illumination is dimmest. How Improper Itiummation Causes Accidents * The price of safety is vheHance. It lias been estimated that approximately 87 per cent of human discrimination is through vision and about 7 per cent through hearing; very likely this ratio is approximately the same in mine-accident preven tion. The value of vigilance w here illumination has been increased lias been re alized on coal-mine haulage ways where rock-dusting has been practiced. Definite figures on increased safety have not been obtained, but the consensus of opinion of mine officials and safety engineers is that rock-dusting luts reduced haulage accidents materially by increasing illumination, as only about 30 tier cent of the light is absorbed by the lighl-cokwed rock dust, as compared with 90 to 95 per cent ab sorbed by black coaL Therefore, one is justified in saying that rock-dusting of all passageway* will tcud to increase illumination and help to reduce mine accidents. 286 Twenty-first Congress--National Safety Council Steady, continuous light is necessary to prevent mine accidents. Carbide lamps give a flickering and unsteady light and periodically the lamp must be recharged. TJic ;>eriod of darkness during recharging is dangerous, for roof falls or other tsutoward happenings may occur at that time, resulting possibly in a fatal injury. The relationship between mine illumination and safety can only be surmised a? the studies to date are far too meager to try to draw conclusions from them; how ever, when it is seed that the effective illumination available to the miner at his work is probably 0.03 to 0.05 foot-candle as an average, it ts apparent that mine safety must be very seriously handicapped through inadequate lighting It would also appear that all present types of pojlablc lighting for the miner leave much to be desired as to adequacy of lighting afforded him hi trying to avoid the mani fold dangers to which his occupation exposes him. WEDNESDAY MORNING SESSION October 5. 1932 The Brst Hem on the program was the election of officers and the report of the Nominating Committee, presented by Messrs. Hosier, Henric and Harrington, was adopted as follows: Getter?! Chairman--Thomas E. Lightfoot, Kappcrs Coal Co* Pittsburgh. Pa. P'icr-ChairntaH in Charge of Engineering--P. M. Arthur. American Zinc Company of Tennessee. Mascot. Tain. * I'irc-OMi/rmow--Frank H. Dunbar. Pkkaod*. Mather & Co., Mather, Pa. rice-Chairman--J \V\ Alt. Calumet & Heda Consolidated Copper Co., Calnmet. Mich. VUe~Chmrmo*)--Wan. G. Metzger, Hudson Coal Co., Scranton. Pa. Seerrlary od News-Letter Editor--Daniel Harrington, United States Bureau of Mines, Washington, D- C. EuterfoiHmeftr Comwiiirr C/mVtaM~JL T. Ryan, Mine Safety Apt^ianccs Co., Pittsburgh, Pa. Paster and Slide Camuiilice Chairman--). J. Forbes, United States Bureau of Mines, Pittsburgh, Pa. Program Ctnuwtitcc CAoirmtm--Lea Long, Clinchheld Coal Corp., Dante, Va,, Publicity Committee--M. R. Budd. Explosives Engineer, Wilmington, Del.: R. Dawson Halt Coal Age, New York. X. Y. Statistics Committee Chainum--W. W. Adams, United States Bureau of Mines, Washington, D. C. Members at Law--W. H. Comma, National Lead Ca. St. Francois. Mo.: M F. Fairlie, The Miming Corporation of Canada. Lid.. Toronto. Out.. Canada; C. W. GUtJis, Harwich Coal and Coke Co.. Pittsburgh, Pa ; H. C. Hettric, Phelps Dodge t'orin. Bisbee. Ariz.; R. N. Hosier, Coal Mine Section, Fcrmsylvauia Compensation Katins; & InspKikm Bureau. Harrisburg, Pa.: George Martinson. Ptckstnds. Mather & Co-# HiWiinj?, Minn.: D. D. Moffatt. Utah Copper CoTM Salt Lake City. Utah: Howard J. Young. American Zinc. Lead <& Smelting Co., St. Louis, Mo. Up-to-Date Timbering for Mines By R. DAWSON HALL - EnKUMeriag Edhor, "Cotl Ak,'` Dm York City The speaker said m part; Roof support is of two kinds, permanent and temporary. Permanent roof Mapiiort is planned to sustain forever the weight of tlie entire roof; thoc peTmanmt Mip;>octs are either the mineral fillers themselves or back filling. Temporary ui*port does not attempt the sustenance of the entire roof. Its only jtwrposc is to hold up tlte loose or loosened material, mineral or rock above tlte sjmee Mining Section 287 from which mineral has Intcm extracted aod below the roof proper. All that is needed i* that the support shall prevent loose material from iiemling to *udi a degree that it will break. Need to allow some roof movement has long been recognized. Every timber con tracts under weight, but nut enough to perm*! any hut trifling movement. Small timbers also decrease their length by bending, but further leeway Is '>rovktad by the use of crushable cap pieces. These, being placed with their fibers at right angles to the direction of pressure, are found to yield to stress more readily than tlte same wood when it is placed with its fibers in the direction >f pressure. But this disposi tion to yield has often been found inadequate. Timbers bent until they broke. In place# of heavy crush with a yielding floor, or one which would become yielding after exposure, the props would push into the floor and relieve the pressure. Sometimes tlte [wey was set on a bed of slack or on a sill resting on such a slack lied. The resistance of such poets to pressure varies so greatly that the tHstrSlmtlun of the pressure is uncertain. Wood posts, by reason oi their frequent defects, give un certain support and often give way, throwing an undue load on adjacent posts and thus letting the immediate or loose roof down to such a degree as to destroy its ability to aid in its own support and to continue unbroken. But steel supports, especially when disposed as tftrcc-piccc sets, a collar or cross piece and two posts, arc by no means without weaknesses. Obviously, steel supports as ordinarily constructed in America, wiH be found ^ cn Jcs* flexible, and that fact has been demonstrated. Yet there arc plenty of road*, ays where steel sets with wood tagging have been found quite equal to their task, but that is where there is no crushed condition and no roof expansion, and the roof span is so sjtort that the pillars save the steel from excessive loading. If there Is weight on the center oi the span, the cap of the set bends and, assisted by the crushing of the lagging, its deflec tion permits the roof to afford the needed movement. Ooe cannot help feeling dint steel sets merely perpetuate the ill design necessary with timber. Steel arches, in their carHer development, were usually made of horseshoe shape. They were constructed m two parts united at the top by a fishplate. Arches of that shape are stffi used in Great Britain, but they lave decreased m pofndarity and per haps soon will be no longer purchased, because it has been found that tlse arch with straight legs, vertical or shutting, gives the better service. Steel rails have been used for this purpose and some apparently from the rcrolhnq of old Vignolles rails from Germany. The tendency is toward increased cross-sectknu because Use girder arches, even though strong enough in the plane of the arch, warp readily at right angles to that plane. The top flange should be wide enough to hold tlie lagging securely. It is a general practice to make the'arches in two sections con nected at the crown by a fishplate. This is proved the weakest point in the arch and much effort Has been made to strengthen it. Where there is an invert arch under the track, and where, for other reasons, arches are made In more than two sections, angle fishplates may Have to He made. Such points are exceedingly week and an effort should be mode to strengthen such points or abandon the practice of using such arches. * The steel arch is expected to suffer some deformation, bui the amount can be lessened by supplying the seat of the arch with steel or wood stilts, which being held to the girder only by friction will allow the arch to slide down should the pressure become excessive- Distortion of another kind can be decreased by cvsu'mg the voof and sides around the steel with an equal clearance. Movement util lie more equal ami the arch will not be distorted. When arches become deformed, they may be strengtivened, (Ij by the use of a portable press that can be taken to the point where the aTcfos have been deformed; (2) by the use of a stationary press at the shaft bottom, or (J) by heating them m a fuinace and straightening by a press on the surface. The last method Is more preservative of the tensile strength of the steel; the first is by far the more convenient 288 Twenty-first Congress--National Safety Council as it saves the roadways from being cluttered up by the traveling arches. The second saves cluttering the slmft with arches in transit and makes it ]XKsible to provide a more competent press for the straightening. Nothing is more Indexible than the plain steel prop, yet it has its value because it is reliable and strong, and beeniwe it can be pot on a yielding base and covered by a yielding cap The strength of wood posts is uncertain, and if one prop In a row fails of Us duty, the Olliers have to bear the burtlcu and trouble is likely to ensue. The I-angham steel jack is a sort of post used in several mines in the United States. In Great Britain the inflexible supports arc lighter, being made of light I-beams, or what the British term "steel joists." In Great Britain and Nova Scotia, also, many tube posts have been used, the tubes being filled with a tightly fitted turned pine post. FroluWy the strongest flexible post thus far developed was that devised by Frictlericli Xcllcn in Germany. It consisted of two cylinders or tubes, one, the smaller ami upper, serving as a plunger, am! the other, the larger and lower, which was split, serving as a receptacle for sand or mine refuse. This form of prop had an im mense bearing power. AuoOter prop is that known os the "Rullotigh" telescopic steel l>rop. The larger pipe is filled witli sand, and as saml is not readily compressible, a Itole is provtikd hi fhe piston to live end that the sand may escape, thus relieving any excessive load. Another type is the Saar pro)}. Here reliance is placed on friction instead of on the compression of a compressible medium. With such a prop, the resistance Is the same at the beginning as at the end. The Saar iwop had a large measure of success in England, but recently newer props have arisen which have deputed its early supremacy.. Another type is the New-soar prop which is operated by a cam. It is claimed that t!>c sted props prevent tl>c roof from lowering and fracturing; they keep life spaces open, they make it unnecessary to set ami withdraw wooden chocks* ami being of uniform strength they prevent the formation of cross breaks; they reduce the manlier of falls and of minor face accidents. Today room* arc driven so rapidly ami pillars drawn so promptly that steel props can non* he installed with advantage, not only in long wails where they are with drawn. but in rooms. Particularly in America U this feasible because of the high rate of advance. In 40 working days, and In some cases 30 or less days, a room is driven the entire 240 feet or more from neck to ultimate face. Accident rates from falls of roofs and sides arc several times more numerous j>er man shift in she United States. One reason for the immunity on the continent oi Europe is the use on that continent of safety props and straps. Tn the United States safety pro{>s that are erected temiwrarily and later removed arc occasionally put at the rod of a room road. lu Great Britain they are s]>ruikled freely over their long spaces. Thcj* nrc difficult to set. and ti*e miner resents having to erect them* and too often doc* not set them tn a workmanlike manner. Here it seems there is a possibility for improvement in methods. The safety prop siMtukf lv m steel and not excessively heavy. It should have a screw' head so that it can be adjusted to the roof In a few minutes: such screw headed props are already hi use in England. The prop sltould support a Itcavy strap set evenly over the posts and aligned at right angles to the *facc* When the roof is bod. a long strap running over two posts, set m a line at right angles to tltc face and extending to the coal, should tic provided, In fact, the end of the strap might be set m a hole in the coal fncr. A "strap" is a cap piece.. It may be of wood or of steel, a rail or a corrugated ptate. It may he relatively short or it may extend over three or more posts. One rod may he sunk* in a hole m the face. In this case, it will be regarded as a corrugated steel plate of varied length, width and thickness. Without question, steel supports are going to revolutionize mining, especially when adverse roof conditions are found. In some cases a rigid support will be desirable, usually some slight yield will he desirable, and in other cases a more flexible support will he necessary. Mining Section 289 Outstanding Safety Features Pertaining to Mines and Allied Industries in Arizona By WILLIAM E. HUNTER Member. Arison* Industrial Commission, Phoenix, Arizona The speaker said m part. The cost of accidents umlir the present Ariziwta law is exceptionally high: tk> maximum limit is set for the payment of any particular claim and some claims have run as high as $40,000. The first impression of this law might give the belief that the costs are so high as to make mining prohibitive in many instances. But the reverse is actually true. Since this law lias been enforced, acci dents have decreased and the actual cost to the employer has also decreased,. Costly suits have been almost wholly removed and many disagreeable incidents have Wen eliminated in so far as the mines and employees arc concerned. Accidents throughout the state of Arizona have shown a marked improvement hi the past few years, and much of this is no doubt due to both the very efficient mine inspection department and the Arizona Industrial Commission: although perhaps the far 'greater credit should be given to the mining cornpanics themselves for they Itave showu a wlioiebcarlcd spirit of cooperation toward everyone interested in tlte better ment of conditions for their employees. Practically every large company in the state lias a very efficient organi/alnm headed by a safety engineer who usually reports to the general manager. The dutw** of tliese safety organizations are to inspect all working conditions, machinery, etc. Tliese organizations also arrange for ami supervise the training of all employees isi first-aid, in mine rescue aud recovery operations, and other pertinent facts it) tire event of a disaster. Both new and old men are quite frequently given periodic examination* on the best method of performing their work ami also on what rules they have. It has been found that it b much easier and far more effective to glemorntratc to both new and old men standard methods of performing ttror duties by mean* rmnmhtre models and lectures. The state law prohibits boys under eighteen years of age from working under ground or around the surface plants at mines. A taw has also been passed providing that the maximum time that any man can spend underground in any ooe 24 hours sa 8 hours from collar to collar. Many of the ores of the state contain silica tn amountj sufficient to be harmful to employees when breathed In the form of dust. In order to combat this very great hazard it is required by taw that all drilling, regardless of its nature, when done underground must be done wet. In other words* water ts applied directly to the cutting space in order to allay all accumulations of dut. This system of dulling has beat responsible for a marked decrease in pulmonary diseases. Since modi timber is used in tlie mines, the fire hazard is an ever present one. To combat tlu$ u great many of tire shafts in our larger mines, together witli tire level stations, are concreted throughout. Where concreting has not been done, spraying devices lave been installed in the shafts. Aline rescue crews and equipment are readily available at a moment's notice iq all of our larger mines. These crews ore trained at regular intervals under conditions approximating* in so far as possible, actual work. In some instances centrally located mine rescue crews and stations arc maintained by a group of companies. In some instances electrical and fire hazards are minimized hy the elimination of trolley haulage, compressed air locomotives being used m its stead. This system of haulage also aids materially in ventilation. In some mines elevators have been in stalled for the transportation of men in and out of the mines, and these elevators operate practically the same as any elevator installation in our modem office build ing*. There is also a universal signal code made legal by the legislature and all 290 Twenty-first Congress--National Safety Council roming companies must a&icrc to this code for shaft signalling- Coupling accidents have been greatly reduced by the use of automatic railroad type couplers on mine cars. Car dumping tipples are also fa use. Protective devices for the individual include the hard hat. iiard toed Uioes and goggles. Safety belts are also used where men arc performing work where there is a hazard due to Falling. In practically every instance protective devices are furnished to the men at cost, except where a particular type of work requires a special protec tive device, in which instance such devices are famished free of charge. Mechanical ventilation is used in every mine of any consequence. All mines, re gardless of their size or number of employees, are rigidly inspected at least once every three months by the State Mine Inspector or me of hk three deputies. We also feel that the National Safety Council has been a great aid in tin: furtberment of safety within the state. Many of the larger mines, as well as smaller ones, are contributing members of this Coisadl and receive posters which they post daily in a conspicuous place where all the workmen am read diem. In addition, many of the companies have carried out suggestions for greater safety contained in many of the Council publications. They liave also profited greatly through the various other services rendered by the Council. Information obtained from the Council has also been distributed among the pupils of the public schools located in mining camps. Following delivery of Mr. Hunter's paper, Chairman Comma turned the meeting over to P. N. Arthur, American Ztnc Company of Tennessee, Mascot, Tennessee, who conducted the "Question Box" Feature which occupied the remainder of the session. Four subjects were discussed: (1) Efficient use of safety bulletins; (2) Methods used in selection and training of foremen; (3) Methods of checking men into and out of mines; and (4) Mctlsods used for providing men with protective clothing. THURSDAY MORNING SESSION October 6S 1932 Metal-Mine Fires and Ventilation By D. HARRINGTON Chief Engineer, Safety Division, U. S. Bureau of Mines, Washington, D. C. Metal-mine fires h) the United States are not of frequent occurrence and rel atively few of them result fa loss of life, although many cause heavy property loss or cost fa extinguishing; however, over a span of years more lives are fast fa metal mines from fires than from any other untoward occurrences which afflict metal mining, such as electrical storms, floods, cave-fas, magazine explosions, or strikes. In perhaps more than 90 per cent of the fires which occur in metal mines, there is no loss of life; hence, die general public, even the general mining public, seldom hears of these affairs, though toe property loss frequently reaches hundreds of thousands of dollars; oa the other hand, fa some instances the property damage from an underground metal-mine fire has been negligible and the loss of life comparatively high. In any comprehensive study of metal-mine fires, ventilation is certain to be found a vital factor. The influence of ventilation on fires in metal mines and the influence of fires on ventilation arc of vital importance. In metal-mine fires very few persons meet death from actual contact with heat or flame and nearly all Published tj pcriiits<8i oJ I>irett& U. S. Bureau of Mines. CSoi subject to copyright.) Mining Section 291 fatalities are due to asphyxiation or suffocation. A well-planned, well-installed, and well-operated mechanical ventilation system is unquestionably one of the best available present-day protections from loss of life and property in case of fire in a metal miue; that this is true k attested by the usual helplessness of mining officials in trying to handle underground fires In a mine that has not had the foresight to install mechanical equipment to cocitrbl underground air flow. On the other hand, the establishment of hfah-tdocity air currents without sufficient day by day at tention to such details as the method of courting, or controlling, or confining them most certainly tends to increase dangers from' fires rather than to aid m tlic avoidance or ehmfaatic* of these dangers; the truth of this latter statement is shown by the fact that toe greatest loss of life fa metal-mine fires during the past 20 years has been fa relatively well-ventilated workings, and fa every case the life loss has been doe to scene more or less trivial or easily remedied defect fa the ventilating system, anally a defect that has had some reference to doors used or supposed to be used to deflect or control air currents. In a study of loos of life fa tmciaJ-mfae fires fa the United States it appears that in the period 19KS-1922, inclusive, approximately 240 lives were lost through fires, but since 1922 oedy approximately 20 persons have been killed from that cause. As far as can be ascertained from available records, approximately 600 lives have been fast fa metal-mine fires in the United States to date. Tilts does out appear to be a very impressive total until one realizes that in one of these fires 163 lives wore snuffed out. fa another 47. and m another 21, and that these three fires with relatively heat? individual life loss all have occurred within toe past 17 years. In addition, the Holltnger gold mine fa Ontario with underground oper ating conditions and practices similar to those of metal mines fa the United States lost 39 lives fa an underground fire in 1928, keeping to toe front the fact that oi>r metal-mining people still have a heavy hazard from fires even though they have caused the loss of relatively few lives in the United States since 1922. Few mining companies, coal or metal, care to divulge the facts connected with fires, or any kind o; ""rients at their properties; hence, available information is meager, not only aa u. th_ number of fires but also the conditions which caused the fires or under which they were extinguished or otherwise controlled. The forces of the safety division of the Bureau of Mines far over 20 years have been on the alert to obtain data about all kinds of accidents fa mining, and these include fires or explosions. During recent years the field men of the safety division have an nually been present at or shortly afterwards visited the scene of about 3$ ex plosions and 25 fires fa mines, a few of the explosions and about one-fourth of the fires being at metal mines; however, there h good reastrn to believe that at least 100 fires occur annually fa the metal mines of the United States when tlie^c mines arc operating at even moderate capacity. Unquestionably the most dangerous aspect of the fire hazard at metal mir.es is the far too prevalent idea among metal-mining people that their particular mine k not subject to fire, that there is virtually nothing fa the mine which could burn, that the product milted, k incombustible, or the mine is too wet far a fire to get a start; these and dozens of other equally fallacious reasons are given far not ex pending any considerable amount of time or funds or effort in safeguarding against fires or for not providing far toe handling of one if it should occur. As a matter of inconfeestsbte fact there are few underground mines fa the United States which are not subject to numerous fire hazards; practically all underground mines (coal, metal, or noometalHc) have combustible material fa them such as timber, ex plosives, oil or gasoline, insulated electrical wiring or equipment, or similar mate rials the burning oc very small quantities of which underground can easily result in many deaths; and in addition some metal mines have combustible shales or pyritic ores which may fire spontaneously, or have explosive gas. and far too many have flammable surface structures or heavy growths of dry grass or shrubs so near the 292 Twenty-first Congress--National Safety Council entrance that if fired would be likely to send poisonous gases into the mine and endanger the lives of all underground. In addition to the fact that practically all underground mines, have m them ample combustible material to cause heavy loss of life in case of fire, practically all underground metal or nooraeullic mineral mines have in them numerous possible sources of ignition such as open lights and smok ing. *<pen-arcmg types ci electrical apparatus, and in addition some mines use gas oline or other internal-combustion engines, blow torches, and Giber devices or equipment which give off flames. In a study of the source of more titan 100 metal-minc fires which occurred in the United States prior to 1922 it was found that about 35 per cent were caused by ignition of timber by candles, about 10 per cent from using heat to warm od or explosives or for some similar purpose, about 10 per cent from flame or gases sent underground from burning surface structures, about 12 per cent from spon taneous combustion (from timber splinter* or bark, stored hay or manure, carbon aceous shales, pyritic ores, oily waste against timber, etc.), about 7 per cost from electricity, about 3 per cent from explosives, about 3 per cent from carbide lights against timber and about 20 per cent from unknown or miscellaneous causes in cluding incendiarism, lightning, etc. In the above it will be noted that open flames, mdudinijt lighted candles and carbide and oil lamps, plus fires for heating and oilier purposes -were responsible for at least 58 per cent of these underground fires and electricity for kit about 7 per cent, with simotancous combustion, explo sives, and unknown causes accounting for the other 35 per cent In a study of a considerable number of metal-mine fires in a certain very active and progressive metal-mining section of the United States in which scores of fires had occm red, it was found that those which were dated before 1917 were caused about as follows: 50 per cent by candles and oil lamps, 2 per cent by carbide lights, K) pet cent by Heating or oilier fires, 4 per cent by electricity. 4 per cent by smoking, and the remaining 30 per cent by unknown or miscellaneous agencies such as lightning, use of explosives, spontaneous corabostron, friction, etc Here again open flames of various kinds caused at least 66 per cent of the fires, while elec tricity caused but 4 per cent. Data were at hand on a larger number of mine fires mi this region subsequent to 1917 than those above described for die period up to 1917. and the causes were essentially a* follows: Electricity 40 per cent, carbide lamps 10 per cent, open fires for heating and other purposes 12 per cent, smoking 11 per cent, and welding torches 4 per cent; the remaining 23 per cent were unknown and miscellaneous causes such as spontaneous combustion, lightning, friction, etc. The alxfve data covers more than 100 rocul-mine fires in oat roetal-nniamg re gion with conditions which might be interpreted as against ratter than in favor of easy or frequent occurrence of fires; the cost of fire fighting has been enormous, though loss of life has been relatively slight. Tt is significant that with the virtual disappearance of the candle from the mine about 1915, the percentage of fires caused by the miner** light dropped from about 52 in the period before 1927 to about 10 per cent in the period subsequent to 1917. though the percentage caused by carbide lights rose from 2 ppr cent for the period before 1917 to 10 per cent for that after 1917. Perhaps, however, the most significant trend shown in these figure* is that indicating that Arcs of electrical origin rose from about 4 per cent of those which occurred before 1917 to 40 per cent (or a tenfold increase) for the years 1917 to date; in this h may be well to state that a considerably greater number of fires were studied in the Utter than in the former period. An attempt was made in one study on more than 100 metal -mine fires to locate the particular part of the mine in which the fires started. It was found that about 30 per cent started in the shaft and in some cases the shaft was damp to wet; slightly less than 20 per cent started hi an underground station such as a shaft, pump, or similar station and in at least half of the cases these places were damp to very wet; about 25 j*r cent started in timbered drifts or crosscuts; about 12 per Mating Section 293 cent in stopcs: about 10 per Cera rn ore or waste chutes: about 3 per cent in raises, about 3 per cent in explosive magazine*, and about 3 per cent in suriacc structures with the remaining 4 per cent in miscellaneous places such ns mule barns, caved regions, etc. The fact that this particular study hi which over 100 fires were involved showed that about 4Q per cent were started in shafts or m shaft or pump stations gives a definite indication as to the advisable points at which the most definite fire preventive precautions should be taken: it is also sig nificant that approximately 65 per cent of the fires m this region started in shafts, shaft or other stations, and drifts and crosscuts all of which should he readily accessible for Inspection purposes as well as for the application of firc-jircvcntion installations and practices: in other words, it would appear that impeetinn and supervision were inadequate in the mines that had these fires. The latest available data indicate that between 30 and 40 per cent oi present-tlay metal-minc fires owe their origin to electricity and this percentage is likely to in crease with the widening use of electric locomotives, pumps, ami other equipment as wdl as with the rapid introduction of electrically operated hoists, blower fans, sliwters. drill* and like equipment into stupes and other face regions in the me chanization of our mines. This would indicate that utmost care should be exer cised m the selection, installation, and use of cteciricit> for muter around use and certainly all electrical installations should be kept uj>U*t the closest scrutiny ami in the best repair at all times. It Seems also to be established tbal between 30 am! 40 per cent of present-day fires in metal mines are due to smoking and to the use of carbide lights and open fires or flames foe various purposes In and around mines: this seems utterly futile and it is inconceivable that our metal-mimujc peojde should continue to take the "Ittttff chances'* of the probable heavy loss of life or at least property by fires started hi mines by open lights, smoking, or use of open flame Sot any reason, as there are rendilj available far safer and far more efficient portable electric lamps for miners. Smoking is utterly unnecessary and utterly reprehensible in a mine, and there is little or no necessity foe having or for allaU-ing open flame of any kind in any mine for heating, thawing or for any other pur* (tose. except that possibly under some conditions and foe limited |>eriods a blow torch or an electric or acetylene welding apparatus may he used safely if reasonable precautions are taken. Evidently al least three-fourths of our metal-minc fires are now* started by electricity, open lights, smoking, and flame used for heating or otter purposes underground: this fact should indicate what precautions may be taken to avoid most of the present-day fires in metal mines. Many fires start just after the working shaft leaves (he mtue; hence, it is important to have a fire patrol during mxnvorking periods, and at least for the first hour or two after the working shift Timber is by far the most widespread combustible in metal mines, attd muter certain cotuiitJotw will burn whether in place in workings or only piled ready for use: whether wet or dry: whether in form of crushed decaying mat or i solid pods, caps, or girt*: or whether io an absolutely open space or m an abandoned back-filled stope. A remarkably small amount of burning timber, such for in stance as four or five timber sets, can give off of a sufficiently large quantity of poisonous fumes to kill scores of people. Sulphide ore* in a finely divided state bum readily, especially if In contact with burning timber:, and copper anil iron sulphides appear to burn much more readily than lead or zinc sulphides. A most difficult fire encountered in metal mutes is one in a timbered slope lack-filled with waste-rock material, especially that containing considerable ;*ereentagcs of finely divided copper or iron sulphides. Other flammable materials which have aided tr starting or extending metal-mine fires are gasoline, oil, and grease kept in open places underground. Leaving piles of bark, chips or shavings nf timbers in exposed places, or throwing empty explosive boxes, excelsior, sawdust, manure, spoiled has. oily waste, oltl 294 Twenty-first Congress--National Safety Council clothing, and refuse into abandoned workings--all these careless practices have re sulted in starting or in aiding the extension of destructive tires. At all mines that have flammable surface structures near the entrances, fire doors should be provided to prevent fumes or fire from being drawn into the mines. Flammable surface structures should not be closer to a mine opening than 100 feet, but If already at or near the mine opening such structures should be fireproofed by gunite or some other method and thoroughly protected by readily available water lines such as hose, sprinkler systems, and fire extinguishers, the equipment to he kept in good working condition by periodical testing. Combustibles should as far as possible be kept out of structures near mine openings, and the use of fires, matches and smoking materials ta mines or in flammable structures near the openings to mines should be prohibited or at least very definitely restricted. Intake-air shafts are generally dry, and, if Umbered, constitute a continued fire hazard. It is noteworthy that a large proportion of fire m metal mines originate at or near shafts. Downcast shafts should be of concrete construction, and where this is not feasible, timbered shafts and shaft stations should be fireproofed by gtmitc, or otherwise, and in tlie fireproofing process It is desirable to make the shaft lining smooth, as this greatly facilitates the flow of air. In fireproofing by gtarnte it is advisable at intervals of about a hundred feet (preferably just above stations) to take out about one set of timbers around the shaft perimeter and concrete back to the rock walls to prevent creep of fire in timber behind the gimife. - Where It is not deemed feasible to fireproof downcast timbered shafts by con creting or gunHing or other effective nicthod. the shafts should be thoroughly protected by ${>ray5 or water pipe with fusible plugs or with perforated pipe, and with suitably placed valves, so that in case of fire in the shaft any section may read ily be drenched with water. Preferably, the water lines should be controlled from the surface, and there should be suitable pressure-reduction valves usd signboards denoting the exact location of control valves. There slxrnkJ be oct important shaft stations at least 50 feet of fire hose connected to the water line, with nozzle at tached and with valve controls near at band (well designated by signboards), fn order that water may be always available for use without delay at the stations or in the shafts. Care should be taken that water used tn shaft fires should be so supplied aa not to reverse air currents, with possible resultant loss of life; where the ventilating current is weak, an upcast air current can be reversed to downcast by the spraying of a relatively small amount of water into a shaft. Timber upcast shafts which are usually damp or wet, or downcast shafts in which some or all of the timber is damp, may bum readily if fire gets a good start in a dry, heavily timbered station or other adjacent working. Hence, fire protection and fire prevention should not be neglected, even in upcast shafts, or where the timber in a shaft or stations is usually damp. Since many fires in timbered shafts are started by electric wires, it is desirable, where feasible, to transmit electric power undergtoimd through drill holes; this is done satisfactorily in several places. Where power wires must be taken through dry downcast shafts, h is advisable to fireproof at least that part of the shaft containing the power wires and In any event such power wires should be very care fully installed to prevent leakage or short-circuiting of tlie current. Electric trolley wires should not be allowed to be iu contact with timber caps; wires carrying current should not be attached to timbers by nails, pieces of rope, and wires; electric motors should not (if it be possible to prevent it) be located close to timber* or in heavily timbered stations or under heavily timbered slopes or raises, and if they must be located in such places the immediate surroundings should be fireproofed (by gunite, concrete slabs, or otherwise). Electric-light globes should not be in contact with timber; fuses should not be bridged by Iseavy wires; circuit-breakers or no-voltage release compensators should not be locked in Mining Section 295 place; and the usual slipshod methods of installing mine electrical equipment and of making repairs on it should be supplanted by work of a nature at least as careful as that required fee* surface electrical installations. Suitable fire extin guishers or containers with sand should be readily available at or near ail elec trical stations in a mine and preferably just outside the station ami on tlie intake or fresh air side of it. Electric switches should be of the inclosed externally operated type of substantial and safe construction, attached to fireproof base; and the region around the base, as well as the region around the wires near the motor, should be fireproofed. Switches should be provided at reasonable intervals on each tcvd tn allow of cutting off current from electrical equipment or power lines without delay, each switch location being suitably designated by colored light or by signboard; and electric current should be excluded from mines or parts of mines when they are not being worked or kept under more or less constant supervision. Trolley loco motives should be superseded where possible by storage-battery locomotives. Where trolley wires are guarded by a wooden trough, occasional sections of the trough should be made of noacombustibk materia!, as fires have been transmitted several hundred feet along trolley guards in a drift otherwise devoid of timber. Storage of even small quantities of oil, grease, gasoline, or similar flammable material* underground is dangerous, and. if necessary, should be done under lock and key m a fireproofed place, and isolated from travel way and air currents, instead of allowing these dangerous substances to lie around timbered shaft sta tions or other workings, as is common practice. Similarly, explosives should be stored underground in a place isolated from ordi nary travel and air currents, the "cap*9' and fuse at least 100 feet distant from the "powder,M an attendant issuing these supplies at certain stated periods. These places should be kept clear of excelsior, paper, empty boxes, parts of boxes, and other refuse. All open lights should be absolutely excluded, tlie place being lighted either by the ordinary incandescent electric lights properly mstatled or by small "battery'* lights. It is advisable to liave fire patrol of working places imme diately after blasting, especially where Wasting is done in or close to timber. Where feasible. Wasting should be done electrically rather than with fuses. In blasting timber, not more than five or six holes should be fired simultaneously at the same place, and ft is advisable to use the coal miner's permissible explosives to decrease the fire risk. The greatest care should be taken in transporting explo sives in bulk to the underground magazines and also in smaller quantities from the magazines to the working place. . Candles slioold be entirely excluded from mines except for the purpose of occasional testing of oxygen content of air; and the metal miner should learn tn carry his carbide lamp m his cap a* the coal miner does, for the use of the "candlestick" in holding a carbide lamp to timber post has been responsible for numerous fires. Notwithstanding the opposition to it. a no-smoking rule should be instituted and rigidly enforced in metal mines, and bosses as well as other underground'em ployees should obey it. The present-day electric cap lamp is more efficient, less expensive, and far less hazardous than the acetylene lamp and by ail means the metal miner should discard the open lights and use only up-to-date electric cap lamps for his portable lighting. . As every metal tame which has timber or other flammable material underground has a fire hazard, every such mine should take precaution to combat fire, and one of the most essential precautions is to have available, not only in shafts and shaft stations, but on important levels, water lines of at least 2-inch diameter and with suitable surface storage and valve control. The exposed thread* on valves or water pipe in mines should be kept well greased.or oiled to prevent undue corrosion: this is an important detail and one almost universally neglected. The practice of con verting air lines to water lines is good, but care must he taken that locations >f 296 Ttveniy-first Congress--National Safety Council valves to accomplish trie change are well marked, with lull Instructions by sign boards at or near the valves. In deep mines where the licad cotiki be excessive, suitable pressure-reducing valves or other equipment should be introduced into lines or branches for attachment of hose for fire purposes, to hold pressure to less than 100 pounds per square Inch at the hose. If a fire can be directly and promptly attacked with an appropriate method, h generally can be extinguished before much damage is done; hence, it is important to have available at critical points--important shaft or other stations--emergency equipment such as fire hose and extinguishers or a supply of sand or similar ma terial, and it is absolutely essential that such equipment or material be kept in working order by periodical try-out or rigid inspection and by the instruction 01 she men in its purpose and use. There should be at least two openings through citlicr of which men may cscat* without danger or difficulty when one is not available temporarily: if the mine is deep (say, 500 feet or over) and employs a considerable number of men (say 25 or more underground on o>oe shift), two shafts should be available, each with hoisting equipment to the lowest levels, able to remove the men from the mine with minimum delay. There should be more than one system of shaft signals, and if feasible there should be a system of signaling from the moving cage. Telephones should be in stalled on important underground shaft stations and at gathering places in the mine; and if feasible the telephone lines Should he brought into the mine through some opening other than the one ordinarily used for handling men. Where it is feasible, air and water lines should be brought into the mine through two openings, to be available from one in case {he lutes are destroyed in the other. Signboards, always kept in good condrtioiv should be placed at comparatively numerous points underground to designate the direction to exits as well as to denote places of danger. Hew employees should be promptly acquainted by losses with the location and best methods of reaching the various exits and should be required to use these exits at least once every few months, and the travel wavs in these exits should be kept in safe and "travelabte** condition. Inhere should be installed some system of prompt notification of miners at time of fire, and all employees should be Informed as to the significance of such signal. Turning compressed air on and off, filling compressed-air lines with water, rapping ora pipes, ringing of gongs, flashing of lights, use of telephones, and introducing some stench into compressed-air lines are the methods in use; the latter is otic of the most efficient. The establishment and maintenance of a carefully designed, efficient, mechanically controlled ventilation system with (1) airtight doors so placed as to be able to Isolate shafts from mine levels, (2) air splits held absolutely separate from each other--hence, able to confine smoke to but a small part of the mine, and (3) the maira man travehvay downcast or on the intake--hence, allowing escape in fresh air unless the fire is in the main travel way--is probably the best and most effective method of protection of both life and property in case if fire. Positive control of ah- currents at all times is essential, as men small defects in ventilation arrangements may be costly. Leaky doors which only partly hold air at ordinary times and fire fumes in time of emergency, oj>cn levels between main intake and return shafts, or open raises.of crosscuts between separate splits--and. in fact, anything which allows short-circuiting of air--Is likely to be dangerous. Even the trolley slot in doors or doorways should be made as small as possible. The following additional suggestion* arc made as to mine doors; 1. Mine doors and their frames should be substantially constructed, should be covered with roofing Iron or otherwise fireproofed, should be tight, and should be always kept in repair. Mining Section 297 2. Doors should dose automatically after passage of men or cars and sltoidd have a latch or other positive means of keeping them closed, even though ordinary pressure On the outside of the door should become pressure on the inside, a situation likely to occur at time of fire. 3. Every mam air course, whether shaft, incline or level, should lave in place either within itself or in all the openings leading from it, a system of doors so that in case of emergency the entire shaft, incline, or level opening can he muchly isolated from other ports of die mine. This is especially important as to downcast, or intake timbered shafts, inclines, or level air courses. Doors should be provided for all main openings leading from main air courses (both intake and return) . and when at ordinary times there should be free flew of air, the door should have a sign denoting that it is to be closed only in case of emergency (if possible, giviiiu the exact contingency under which the door should be closed). 4. All doors, but especially those for fire purposes, or for use in exits between nunc*. should dote flush against the face of the doorframe instead of in a groove within the frame; this is to prevent sticking of door or inability to open or close it if there sitotdd be deformation of doorframe from ground movement or swelling t the door or frame. *5. Where there is necessity for frequent opening of doors controlling main air currents, or where such doors must remain open for long periods, it is advisable to have two or more doors placed so that when we must open, one or more may be closed and thus prevent pissing of air. 6. All employees should be educated to respect doors ami especially to close those which are supposed to be closed. It is advisable to have on each door a sign such as "Keep this door dosed," or "Close this door iu case of fire in main shaft." or other sign applicable to the specific condition existing at each door. Any employee failing to close a door which should be kept closed, or one who deliber ately or carelessly break* a door or its frame, should be disciplined, even, if accessary, to the extent of discharging him. 7. It is extremely desirable that all mines be divided into air splits by doors, etc., so that a fire in any cue split will be held separate from all other splits and by manipulation of doors, the fire itself isolated and controlled. In ordinary times, this system operates to the benefit of distribution of air currents to the places where men work. Ventilating one mine through another is not advisable If ether circuits are possible, for experience has shown that a lire in one mine may overcome or kill men in an adjacent connected mine. The mine which' ordinarily delivers air to its neighbor may at time of fire receive deadly fumes through reversal of air currents. This danger from inter-ventilation <4 mines is present whether the mines are owned by separate companies or by one company, and its exists to a certain extent where ventilation is mectianibally controlled, though not nearly so much as where the ventilation is natural. Where twp aiiues have been sloped along the boundary line, in some cases slime or sand filling may be used to make ladrier pillars. ' The mam ventilating fan should be in a fireproof housing, *r*J, if possible, be placed on the surface and connected to mine openings by fireproof ducts. It should be equipped with a system of doors, at or near the fan, or with any other feasible method which will allow of changing direction of air currents with minimum delay. However, at tune of fire, the ordinary direction of underground air currents should be reversed only after mature consideration of the effect upon those, underground. The following hints are offered in connection with reversible fans and reversing of air currents: I. All mam*fan installations at metal mines with fans on the surface should have the reversible feature, and where feasible, underground main fans should also have the same arrangement. 298 Twenty-first Congress National Safety Council 2. In addition to the reversing feature, all fan installations should be fireproof; and alt main air courses should be so equipped with doors so that, if necessary, all air flow may be closed to or from the air course. 3. To make the reversing feature effective, mine doors should be so constructed as to remain closed preferably by a positive latch, even wlien the direction of pressure against the door changes. Occasionally, in normal times, the reversal* feature should be tested to snake certain of its smooth working in case of emergency A. Booster or distributing fans in use in metal mines to distribute air to "blind ends' need not be reversible, but should be in a fireproof setting. 5. While there are instances of loss of life due to reversal of air currents, there are a greater number of instances of saving of both life and of property by use of dial feature in both coal and metal mines. 6. Danger in reversing direction of air flow is much greater in coal mines than in metal mines, owing to the possibility of explosions, yet coal mine sentiment in favor of installing the reversing feature on main fans is almost unanimous. 7. It is no more logical to condemn the placing of the reversing feature in connectkm with maun fans at metal mines because of one or two isolated cases of loss of life associated with reversal of air after disaster than it is to condemn use of hoists for hoisting men because there have been a few hoisting accidents, or to condemn tlte me of electricity because there have been some deaths in mines from shock. 6, The cost of installing mam fans with the reversing feature is but about 25 per cent greater than without it. The total cost for a fairly large mtae would be less than $2,500, and for an ordinary mine not as much as $1,000. In ca*e of a desire to use this feature, the return in dollars and cents would probably be many times tle above-mentioned sums, and the value returned in saving of Ufe might be incalculable. 0. The reversing feature can be used to facilitate ordinary raining operations. One deep metal mine in the West uses tike feature to "cut*' ice out of the operating shaft in whiter, and converts the downcast operating shaft to upcast in less than 10 minutes. 10. Any metal rome, which, for ordinary operations roust for some reason or other mnifitaiR a main shaft or travelway as upcast, should certainly have the reversing feature on the fan, since a fire In almost any part of the mine may at any time fill the shaft with fumes, while quick reversal would give underground men opportunity to exit through the shaft. Such shafts should also have doors at all intersections so located and constructed as to be able to isolate the shaft from all air flow if necessary. 11. Reversing the direction of air currents unquestionably has some possible dangers, some phases of which are herewith mentioned: (a) At lime of fire or explosion, changes in direction of air flow should not be made except when it is fairly well established that good rather than harm will result. (b) Mines with fans equipped to reverse direction of air currents seldom use this equipment; hence, at time of emergency there Is likely to be undue delay in effecting the diauge, and Itt some cases the change can not be brought about due to inefficiencies in the installation. fc) Mines having fans with the reversing feature rarely have underground doors so constructed that the reversal can be accomplished. (d) When air currents are reversed in mines with high humidity and acid water they may cause damage to metal in downcast, shafts when these liave been convened to upcast. (e) Mines with much fungus and timber decay in abandoned and partly ventilated workings tend to spread fungus spores; hence, in such mines timber decay a extended by reversing air currents. Mining Section 299 12. In general, very few persons care to assume responsibility for changing air flow in a mine at time of- disaster; moreover, very few have the special knowledge as to the feasible method of making the change. These conditions alone will, in general, safeguard the reversing feature from misuse. 13. The direction of main air currents should not be changed except under instructions from the mine foreman, superintendent, or other official who is familiar with the mine and its air cm rents, and who sliould also be sufficiently familiar with underground conditions at the time of making the change tiwit he realises the probable effect and feels able to shoulder the responsibility. 14. The placing of the reversing feature on main fans for metal mines is a cheap and effective method of providing insurance against loss of life and property in case of fire. It pays even if never used, and it is likely to yield big "dividends'*-- in prevention of losses--in case it is available and is used in an emergency Comparatively few men at metal mines understand methods of inducing or con trolling the flow of air at ordinary times, and still fewer know Itow to liaitdlc the gases from a fire. It U a fatal mistake to assume during a mine fire dial a man Is safe in clear air to long as his carbide light burns. Men who were in air devoid of smoke have been found dead from carbon monoxide with ilteir carbide lights burning brightly beside them. The candle or carbide lights burns brightly in air containing enough carbon monoxide to cause death rn a fraction of a minute; however, a man con Hve in air containing too little oxygen to support the flame of a candle or a carbide light. A candle is extinguished when the wwounj of oxygen falls below 17 per cent, and the carbide light when tlx oxygen is below 14 per cent; a man can exist for some time when the oxygen content oi the air fells as low ax 10 per cent, if no other Iiarralul gases arc lucserrt A canary or a mouse is quickly mode unconscious by a percentage of carbon monoxide in which a nmn can live for a short time; hence, when the canary drops, the man siiould take warning and retreat immediately. When venturing into air suspected of being impure, if the small animal (canary or mouse) lives and a candle or carbide light burns, a man Is safe unless explosive gas is present, and this method of testing should be adopted in metal mines even in face of the ridicule usually offered when the animal is used. When men ore unable to escape to the suffice at time of mine fire, they gen erally can aid materially toward saving themselves if they do not lose their heads by attempting to force tfcdr way through the smoke and gases. By retreating to blind workings into which the smoke has npt penetrated and tightly sealing off the openings to exclude the gases, using timber, posts, boards, plank, canvas, paper, mad, dirt or even clothing to mala the seal, men may live for days, especially if they have included within the sealed region one, two, or several hundred linear feet of fresh-air drift and have taken with them a supply of water and such food os they may have, and use food, water, and light sparingly, and move about occasionally to keep the air within the sealed place properly mixed. The moving about is important, as otherwise the air may be locally depicted of oxygen vfhere many men tit or He still, and they may die for lock of oxygen, although plenty may be readily available 20 or 30 feet distant. In selecting a place to barricade, care must be taken to choose solid ground, as barricades placed in filled or broken ground arc likely to admit gases, and at several fires have done so, with the resultant death of the men. Similarly, care must be taken to seal all openings and to keep seals tight; in at least one instance rum trfed to seal themselves, but apparently did not see a raise; later, fumes entered through the raise and suffocated them. Some mining companies now have underground refuge chambers with air-tight doors; in these chambers are placed barrels of water, compressed-air lines, com pressed foods, and telephones. It is suggested that mines with bad fire hazards be equipped with such stations. Mines with only dm opening to the surface should 300 Tiventy-first Congress--National Safety Council be required to have such refuge chambers for use in case of cave-ms and fires in the one opening. Only two frequently a fire obtains so great a start that it is impossible to handle it directly, or it is in an inaccessible place, or hi a place in which falling material prevents actual contact, and recourse must be Isad to other methods of attack. To control such fires, the most successful and acceptable method is to place seals of clay, sand, boards, canvas, or. preferably, concrete in such manner as to confine the fumes within a comparatively restricted ana with minimum leakage of air into the region. As a rule this can be done only after much dangerous effort. Where the seals are made tight and kept so by constant watclifalncss, and where the surrounding strata arc not broken, the oxygen content of tlx- air is soon depleted below the 5 or 6 per cent necessary to support combustion. If the region is then allowed sufficient lime to cool before being ogtened, fires arc generally controlled . with a minimum expense, though the cost may mount into the thousands or even into the hundreds of thousands of dollars. Where an'entire rntoe must be sealed or where territory with much ot>en space ^ (say 1,000,000 cubic feet or over) must be sealed, the process of extinguishing a fire by scaling is likely to be long drawn out and may not be feasible. This is especially true when any opportunity for air leakage exists, as though intersecting veins or connecting workings to other mines, or breaks or openings of any kind to the surface. In such circumstances other methods of control must be utilized, though in any event scaling is fftcefy to constitute qn important part of the process. The usual method of overcoming a nvctal-miue fire where sealing is not effective is to flood it. TMs method is costly, both in actual performance and in subsequent effects. Sometimes steam is tried for extinguishing a fire, but generally with only limited success. At otlicr fires some inert gas, such as carbon dioxide, is used. Water sometimes is introduced through dgamood-dritt boles and coursed tbrooch the area. Some fires of long standing have been overcome by the introduction o* hundreds of thousands of tons of mill tailings through dtamoud-drsll holes ami other openings; this process usually accomplishes desired results, alter sealing and other available methods have proved unsuccessful. The cement gun is extremely useful ki cementing broken ground to prevent escape of fumes, and also in making bulkheads of timber, lock, and boards air tight, and even tn constructing cement bulkheads. Where fire is sit moving or in heavy grounds, rigid bulkheads of cement and rock are inefficient, and bulkheads of limber lakl skin to skin can be held tight modi more rcaddy than cement and rock: with cement and rock bulkheads it is fre quently advisable to construct the upper part and possibly the sides with clay to allow* for movement without cracking the bulkhead. ~ All bosses, surface ami underground, as well as clerks, timekeepers, and other employees, should be brought together Into an organization to discuss from time to time possible fires, and to determine definitely what each should do in case of fire on the surface or at various places underground. There should be posted in the mine office and kept up-to-date a list of names and street and telephone addresses < persons to be notified in case of fire, including mine officials {manager, super intendent. and foreman), safely men, oxygep mine rescue apparatus men, state m*l>cctorii. doctors and ambulances. All bosses, eager*, motormen, drivers, and sartqder* should be made fully acquainted with location of valves and electrical switches, and should t*e thoroughly instructed and regularly drilled as to the action tu take at time of fire, first, toward assuring the safety of the men, and second, toward protecting properly. Bosses and others familiar with the mine should be trained in the use of oxygen mine rescue aitporaius and other similar equipment; and bosses, at least, should be familiar w>ll> mine Are (gases, the danger from then:, and methods of detecting them. Above all otlx:r things, discipline of the strictest order sIhjuUI be maintained iu all activities at or around a mine fire. Mining Section 301 It is of extreme importance that material and apparatus on hand for use in case of fire be subject to rigid and efficient periodical inspection, w ith at least occasional test under conditions approximating those of an emergency. It is e:sajcratiiiK, to say the least, to find that fire extinguishers are out of order, or hose spinners lost, or fire hose broken, or valve wheels displaced, after much dangerous effort ha> liven made to get into position to fight a fiie; and it is from delays caused by lack of proper attention to such details that many mine fires get out of hand. It is of particular importance, not only at emergency work cu a new fire, but at the mure long-drawn-out task of controlling an established fire, that orders resiling the fire fighting be issued preferabiv by some one person, thus preventing confusion due to duplication of instructions. The establishment of an efficient mechanical ventilation s>su*in, ns pri-viously mentioned, is of great value in fighting a fire, and mechanical ventilation is now placed at many metal mines, where its chid use is to be in connection with possible fires. In addition to having a Urge fan to control main air currents, some mines ate equipped with small auxiliary fans on mine trucks with a supply of flexible tubtng and other accessories; this permits controlling the ventilation locally from strategic points near an underground fire. Some mining companies combine ventilatk*i doors with fire doors, and erect concrete jambs with metal doors at pohil* well located to isolate main air courses, if desirable; this ixmmts controlling the flow- of air as well as fire or fire fumes. It is desirable tliat these fire doors be so constructed as to cause the door to dose against the side of the concrete irame or jamb rather than against a groove i ft, in order that settlement of the surroumlm* area will not prevent the opening or closing cl the dour. It is equally desirable that the door have a positive latch by which it may be ofwuicd from either side; this latch should be of such construction that it will not rust tight or otherwise become Inoperative. Each mine should have always available a supply of canvas fire hose, with jaoccle. to fit surface or underground water pipe; possibly a small fan whh canvas tubing, and at least a dozen 3-cdl electric flashlights with plenty of batteries ami a him alter of readily portable fire extinguishers. A large mme should have at least tea sets of up-to-date oxygen mine rescue apparatus, with supply of oxygen and regenerators and possibly other equipment. If gas masks (respiratory apparatus winch filter out noxious gases but do not supply oxygen) are used in connection with ssrcaJ-ntiDe fires the greatest possible care should be exercised against bringing them into atmospheres which are or which may readily became deficient in oxygen or bicb contain poisonous gases in excess of the filtering capacity of the mask: and in any case no person should be allowed to use any type of respiratory apparatus oefc a oxygen breathing apparatus, or gas masks or even hose masks unless he loawwft the detail* of the operation of the apparatus and its limitations ami also hot bad instruction and at least some pfactice in tins wearing of the ajqiaratus. 5wsaJl woes or mines at which oxygen apparatus may not be available can secure fibe apparatus as wen as supplies and the advisory services of men accustomed to fighawqg fires by applying to the nearest X). 5. Bureau of Mines safely office, tcaticxs or car. and if the location is not known, quick action can be had by wiring fi< help to the Director, U. S. Bureau uf Mine*, Washington, I). C, who will promptly notify the nearest available safety car or office. Merd-mtue fire with heavy loss of life occur relatively seldom, and while much it. written and read and said about fires for a few weeks after occurrence of one which has caused heavy toss of life or poseihfy of property, in general mine fires and mine-fire data are given but scant attention between occurrence ol fires. And when a mine fire occurs with unpleasant consequences it is almost invariably ascribed to m umrtAtt>le chance or ii salted an act of Providence or of sootc other similar agency when a> a matter of fact, practically all mine fires are man-made and the result of gross carelessness. Moreover, their occurrence can l>e avoided or 302 Twenty-first Congress--National Safety Council At least loss of life in connection with them can be prevented if every underground mine would frankly recognize that it has a fire hazard and would take measures such as recommended in this paper for the avoidance of fires or for the safe and efficient handling of them if they should occur. Automatic Signal Systems for Mine Hauling By DAVID W. JONES Superintendent, Valier Coal Company, Valiar, ICW The speaker said in part: The development of haulage safety devices for use in coal mmes is following closely along the lines which have given the best results on the railroads. Haulage hazards in coal mines are far more intense per mile of track than on the standard railroads, as all operations are confined within relatively small distances. During one day of routine work In one small coal mme the equivalent accident exposure per man may occur that actually develops on a whole division of a Urge railroad during the same period of time. We do not question that the use of automatic signals and safety devices on the railroad is a step in the right direction, and that ti>ey have resulted in the saving of many lives. The experimental stage of perfecting safety devices has passed, and coal mines now can profit by applying railrood experience to their own needs. It will be noticed that throughout all the operations along the haulage line, the mind of the motorman is confined strictly to the details of the handling of fus loco* motive. He is not required to transmit any verbal information. The switch finer arranges for his movement while on the partings, and obtains hts right-of-way to the bottom. The dispatcher makes arrangements for the preparation of hk entity trip. The motorman does not require any information concerning the number of empties he lakes in or the loads polled out. Whenever possible, his right of way is arranged so tint there will be no occasion for stopping the trip between the bottom and the inside parting. There is but small possibility that he wifi overlook any signals along the haulage lines, as he lias no incidental duties to distract his mind from the han dling of his locomotive. Automatic signals also find a valuable safety use In the tipple, where the cool is dumped info the hopper. A swinging paddle suspended in the hopper actuates two contacts, one for a green fight when the paddle is vertical and the hopper is empty, and one for the horizontal position of Ute paddle, to light a red light and indicate that the hopper is full. These fights are placed in view of the hoisting engineer and he knows at all times whether the hopper is full or empty. The red fight warns the engineer that if more coal is dumped into the hopper there is danger of it falling back into the shaft and striking men on the bottom. Automatic Signal System for Mine Haulage By C. H. DODGE The Buckeye Coal Company, Nemacolm, Pa. . The speaker said in part: An automatic signal system for mine haulage is main tained for two purposes, safety and economy. The system, as followed at the Ncmacolm 'Mine of the Buckeye Coal Company, a subsidiary of the Youngstown Sheet & Tube Company, is described here in part in an endeavor to illustrate some what the safety and economies enjoyed by such an installation. Although parallel empty and loaded tracks extend from the roam hoist bottom to each main side track, from which one way traffic there is no deviation, there are quite a number of main intersection* and cross overs of such haulage roads to which auto matic signals arc applicable. Mining Section 303 Each signal system consists of one or more sets of Nachod trolley controls and signal boxes according to the number of roods to be served by an intersection. Basically the signal system consists of three Nochod controls, two signal control boxes and two signal boxes. As die trolley wheel passes through the first Nachod control, in either haulage approaching an intersection, contact is made between llic power (trolley) fine and metal sleds paralleling wire, which circuit on closing operate* the signal control boxes. Triple lights--red, orange and green--signals are operated by the magnetising of a soJonoid at one end of sliding rod or barrel in control box on which contact rings are spaced, pulling Uus rod into the "on* position and Bashing red or green as the case may be. When the trolley wheel passes through the otrtby Nachod control, the oppo site sofoixxd is magnetized and the sliding barrel is pulled into Hie `'oft" or "clear" position. Sashing orange in the two triple-light signals. - Tills system Is-enlarged so that any practical number of signal lights,, control boxes, and Nachod controls are placed in multiple circuits whereby one Nachod control might operate as many as ten signals if necessary without confusing the color of Hie signal light. One control box may operate one or all three fights of one station according to the number of Nachod controls in circuit. Some of the savings which would accrue through the use of ad automatic signal system for mine haulage are: power consumption decreased by avoiding unnecessary starling and stopping at intersections; power peaking in excess of 350 kifov"atts is entailed at times, with the starting of a l>eavy trip using 360 horsepower locomotives. Unnecessary starting and stopping of trip* which produce heavy strain on draw- bans, center sills, bumpers and other mine car parts, are limited to a minimum. Decreased maintenance costs of rolling stock and safer operating equipment result. Safer transportation with better schcdtsles, but at no faster trip speeds, is obtained. Costly wrecks are avoided. The average tonnages passing through die intersections cited were from 1,000 to &30Q tons per day, moving empty trips of 120 to 259 tons and loaded trips of 250 to 550 tons. Transportation, no matter how safeguarded with signal systems, telephones and dispatcher, is dependent upon proper discipline. Not only must the locomotive crews be guided by signals and instructions but they must be imbued with a sense of responsibility. Whenever a signal is not working it U regarded as "recT and the trip stopped for further instructions. Teleplwncs are provided at every main inter section and a dispatcher is on duty 24 hours a day. Sets of automatic, electronically operated main haulage air-lucked doors ore |tru- vided where required in the main haulages to separate ti No, 1 and No, 2 ventilation systems, and to control the low pressure area set up by Hie two fans. These doors are operated automatically by the passage of a locomotive trip or other object intercepting toe light rays passing across the trade between a buiUs-eye and a photo-electric cell box. In the latter a relay is actuated which operates motor to open and close the doors. Each of the two doois Is operated as a separate unit and is not interconnected. A red fight shows at the door wtuch is dosed, a green light at -Hie door whkh is open, and green ami orange lights at a door which is opening and a red and orange when closing. The light rays are so directed that an employee walking along Use hallway will not interrupt or intercept tire rays. The remainder of this session was occupied with a jpsnerar discussion of another division of the "Question Box." Chairman Comins turned toe meeting over to Cadwallader Evans, the Hudson Coal Company, Scranton, Pennsylvania, who handled the discussion. The following three subject* were discussed: (I) The reporting of minor injuries: (2) Method* of maintaining complete first-aid training; and (3) The safe handling of explosives at the working face. 304 Twenty-first Congress--National Safety Council THURSDAY AFTERNOON SESSION October 6, 1932 Factors in Providing for Efficient Supervision of Mining Operations By CADWAULADER EVANS. JR. G*an*l Manager, The Hudson Coal Company, Scranton. Pcnna. The si*mk<rr said in part: Four well defined types til official arc essential s`n effi cient mine supervision: (1) The subordinate official who is to immediate charge of the working face whom we call the sectional foreman. . (2) The supervisors* official next above the sectional foicnau, that is. the mine foreman. f3) The next higher grade of official, which is the colliery superintendent (4) ^ The supervisory official having charge of a number of &eporate operations, who might be called eillier the General Superintendent or General Manager. That factor which is of greatest importance in providing for efficient supervision is obviously the character and temperament of fbe man himself. Upon the character and temperament of the sectional foreman, and upon the way ki which his mtod works, depends to the greatest degree your chance of attaining through him actual efficiency in the matter of safetv. If grouchy, it is quite unlikely that his men will take that active personal interest in working safely which is necessary if injuries are to be reduced. On the other hand, he may be too easy going and not a just disciplinarian. We want. tlierefore. a man w'lio is pleasant but firm, acid whose manner, habits and actions Waul his men to understand that orders are orders. Another factor that we believe enters markedly into the attainment of efficient supervision h the stimulation of competition between mines or parti of a mine. Statistical records of a complete character are necessary to carry on such contests. For the most efficient supervision, we believe that the statistics regarding accidents should be kept separate so that each official will have his own record. From these, then, we horlrl a composite record for all the sectional foremen under a given mine foreman, and finally we build up a record for the colliery as a whole when it is made up of the territory of two or more mine foremen. For something over two years wc liavc been keeping the accident records on this hasi* and have been computing frequency and severity ratings for each supervisory official each quarter. From the figures for each sectional foreman we build up corrcspomliitsr fiuures for each mine foreman and similar figures for each colliery and wc publish these futures regularly each three months. We believe that the publication of these figures lias been a factor in stimulating the safety conaciomness of all our officials and therefore a factor in providing for more efficient supervision of our operations. We award a safety flag each quarter to that colliery which has shown die best record m the preceiling quarter and we believe that this practice of public recognition ot excellence to the matter of accident prevention has stimulated all of our supervisory officials to greater activity and has tended to make their supervision more efficient/ Mining Section 305 Inspection and Maintenance of Electrical Wiring in Mines By C. F. HASKLTON Safety Engineer, Picksmds, Mather & Co., Cleveland, Ohio The speaker said in part: Minimum standards for wiring ami installing electrical equipment arc quite fully covered by the National Electrical Code and some state codes, but with the exception of gaseous coal mines these standards are not followed very closely to many underground mines. The more progressive mining companies have recognized the advisability of installing more efficient systems, separating in some degree at least the power foe haulage, the power for driving mining machinery, and the power for lighting. These more modem systems are almost invariably well installed according to up-to-date standards which have been adapted to gs ieiml conditions and arc proving more satisfactory from every standpoint. The introduction of alternating current machinery and the use of higher voltages no doubt increase the IKJtential hazards to which workmen rosy be exposed, but in general these increased hazards are offset by the better installation, depending of course on tlic proper main tenance of the system and this, I believe, Is now4 apt to be the weakest point. The problems of maintenance underground are quite similar to the mctnlonance of electrical wiring ark! equipment everywhere, hot with the difference that there is the necessity for almost constant change to meet the constantly shifing mining operations and also the need for meeting conditions which sometimes almost approximate tltose for marine work. The need for an adequate force of competent mine electricians has been considerably under-rated to the past, at least in some of the metal mines, and it tots often been necessary for miners to mala: extensions or changes to the wiring at or near theto working places, with the result that a good deal of makeshifts mud sub standard wiring exists. This condition can only be remedied by having a sufficient number of trained men make the necessary alterations, repairs, and Installations with out unduly hampering the mining operations. The problems of indirection of underground electrical wiring and equqtmenl are also much the same as the Inspection of electrical wiring and equipment elsewhere and Indeed much the same as the inspection of other conditions, equipment, metltods of working, etc. The inspector need not be a highly trained electrician any more than rt is necessary for him to be a trained mechanic, sanitary engineer or mining expert, but in case he does not have a specialized knowledge of these things he should have some more or less specific guide to enable him to know what to look for. The task of electrical inspection in roal mines, especially gaseous bituminous mines, is con siderably simplified by the specific minimum requirements to the various state mining codes and the requirements for permissible equipment as set up hr the U. S. Bureau of Mines; although it will be a little difficult to apply scene of its requirements to certain underground conditions, particularly some of the metal mines. It will be of interest to discuss briefly a few of die more $jrevalent substandard conditions which are likely to be encountered m the inspection of underground elec trical wiring and equipment. Power supply lines should be checked up sometimes as to the size and c&rryUlg capacity of the wire and the type of insulation, as it Is not uncommon to find wire of too small carrying capacity for the load carried. Tin's checking up can be tkme by referring to tables of wire sizes, carrying capacity, etc., as found in the National Electrical Code. In some cases the type of wire used is unsuitable fix: the conditions to which it is exposed, such as excessive moisture or excessive heat. The manner to which wires are strung and supported will generally give some clews as to the defects which may be expected. For instance, where the supporting insulators are spaced too far apart or missing, the wires are apt to sag excessively, in contact with each other or with the side of drift or entry, or there may be worn places wher e the wires have been repeatedly swung against each other. There may be excessive acid 306 Twenty-first Congress--National Safely Council tn the mine water due to the pretence of sulphides which, unless the wiring is prop erly located and protected, will cause excessive corrosion at joints and splices. In heavy timbered ground the settling oC timber may not only bring them in contact with wiring hut may put excessive strain on the wires. In making splices the joints may not be properly soldered and taped or the tape may not lw>ld. Another rather com mon defect may be found where wiring enters switch boxes, conduit or other kind of fitting and fixtures due to the absence of proper insulating bushings which allow wires to rub against more or less sharp edges. The maintenance of switches and controls can be greatly facilitated by proper at tention to locating them in the most advantageous positions and by providing reason able protection against mechanical injury and the rather severe conditions to which they may be exposed underground. They should be securely and rigidly fastened to operate to the best advantage. Careful periodic inspection will often not only elimi nate the Hazardous conditions but will also lengthen the useful life of such equipment considerably. The inspector will learn quickly to discover the more obvious defects in such equipment. He should always try to size up each installation as he views it in relation to all erf the stmroondfng conditions, and to mentally picture the most ad vantageous insolation for that particular location, so lie will be prepared to make constructive suggestions rather than to simply criticize substandard conditions. All switches with the exception erf trolley seetkmalizing switches and possibly Urge switchboard equipment, should be of the enclosed safety or interlocking type and of course the permissible type where required m coal mines. The life of such equipment underground is at best corajraratively short but can be lengthened considerably by careful periodic inspection and prompt attention. Many of the more common defects can be traced to the manner in which the equipment is installed and handled. For instance, where switchboxes ate not securely and rigidly supported the working parts tend to become loose and this, coupled with careless or hurried manipulations, soon causes them to become thin or distorted and the switch prongs and dtps do not contact properly. Short circuits or leakage may cause the switch box or switch handle to become charged, which, if they are not properly grounded or if the ground wire becomes loose or broken, form a contact hazard to which workmen are un necessarily exposed, A great deal of this sort of trouble can be avoided or minimized by rigid mounting and by providing reasonable protection from mechanical injury and from excessive water. Even small insulations such as are found at the working faces in metal mines and at small pumps, etc., in coal mines, should be made entirely by trained men according to the best practices and should never be tampered with by others. In some places it may be found that motors are overloaded considerably, not only at starting but over rather sustained periods, with consequent overheating and possible damage to equipment as well as creating fire and other hazards needlessly. Careful selection of motor types and sizes for the work to be done will, of course, largely correct such conditions; hut it is sometimes true that miners In their zeal to increase their output, especially when on a contract basis, will discover and resort to methods of working which overload equipment that under ordinary conditions would be ade quate. The inspector, by carefully watching operations, for a white, will generally be able to tell pretty well whether or not they are properly conducted. Other form of starting switches and controllers, such as the ordinary drum switch controller, rheostats with no load release and starting comi>ensators, are of course subject to much the same haid usage and trouble as ordinary knife switches, with the difference that they are somewhat more complicated and more costly to replace. To inspect such equipment it is usually necessary to remove the outer jacket or casing and this should he attended to by the electrical department; but faulty operation may often be caught by an inspector such as excessive loose play m controller hoodies caused by warn bearings, and there may be cases where the handles of rheostats or compensators arc tied or fastened back in the running position which is, of course. Mining Section 307 very bad practice. Workmen should be taught to report any faulty operation promptly and usually they will soon find that this is to their own advantage and be glad to do this if their reports are promptly acted on and faulty conditions quickly remedied. With the recognition of the value of adequate lighting for underground mining operations and the growing use of electrical lighting particularly in metal mines, the portable or extension light has been quite widely adopted for use at the working faces. However, the conditions to which such equipment is subjected arc often rather severe and it is necessary to select carefully suitable equipment and to check up by means of reasonably frequent periodic inspections to see tliat it is properly used and maintained. The type of conductor cord known as the S and SJ, which is approved by the National Board of Fire Underwriters for extra hard usage and damp places, seems to be the best kind of wire for such extension lights. For portable or extension tights die conductor cable consisting of supply wires and a neutral or ground wire is considered best. This type of conductor cable or cord will stand hard usage over considerable periods and although the first cost is a little more than for other types, it is undoubtedly the most economical conductor in the long run. However, because of Hs very ruggedoess it is apt to be somewhat abused. When not in actual use it should be disconnected, carefully colled up and hung on a peg where it will be safe from falls, of ground or other mechanical injuries. When it is to he used it should be carefully strung along the side of drift, or opening, properly supported at intervals by pegs or stings and never knotted or laced over nails or held by nails bent over it. Reasonable care in Its use will be well repaid in the increased life and efficiency. The conductor cable or cord is only a part of the portable light equipment and it should be used only in conjunction with suitable lamp fixtures having insulated handles with lamp guards or reflectors provided with suitable supporting hooks or heW by convenient supporting damps. The fixture at one end and the plug con nector at the other end should in addition to having the conductor wires properly connected, be securely fastened to conductor itself to take any tension or strain so the electrical connection cannot be loosened or pulled out. Jt is inadvisable to attach an ordinary weather proof tight socket to the conductor cord, for it must be spliced on and the splicers come very close together, and even though they are carefully made they tend to pull loose and it is difficult to insulate them properly; also the wires bend sharply and soon break off jmt where they enter the socket. The conductor cord slioukl never be spliced into the power circuit. It should preferably be fitted with an approved form of plug which is plugged Into regular receptacle or pltxg-m fitting mounted on the same base with an enclosed fused switch, or if this is not dene the cord should he connected directly to the switch terminals. Portable lights should be connected only while actually in use just as any portable electric tod or appliance is used and should never be used as a permanent light. The inspector should endeavor to become familiar not only with the best practice for installing and using portable lights and extension cords, but also the practical reasons for such practice. Usually when he finds such equipment improperly installed or misused, if he will take time to explain in a few words the reasons for his recom mendations or suggestions he will nearly always find the electrical force or the work men only too glad to cooperate. The importance of proper grounding for wiring systems , and electrical under ground equipment has m most instances been only partially recognized. Proper grounding is of major importance and the inspector should be watchful to see that grounding is properly done and is carefully maintained. It will generally be found' that the larger and more carefully installed equipment, such as transformer, frames of motor generator sets, switchboards, etc., are carefully ground although sometimes there is not enough attention given to the manner in which such ground connections are made or to the periodic testing to insure their proper mamtenancc. The grounding of armored cable covering, conduits and raceways, where used and esjiecialiy on the 308 Twenty-first Congress--National Safety Council mrc rem<e iiiiiallaii.Mii, is not as widely practiced as it should be and the grounding 01 nwrttNT frames, switchboxes, extension light fixtures, etc. is often omitted almost entirely. Wlwre the equijHDctit is grouttdetl. the ground connections arc apt to be mark- rather indiscriminately; that is, some may be made by tmrying the end of a ground wire in the bottom of the drift oc in the ditch, another may be grounded on a convenient water pipe and others on air pipes or on the haulage rails. It is only rarely that attention is given to providing a neutral or ground wire with the con ductors. Of coin-sc, a water pipe should presumably snake a very good ground con nection, and so It would under conditions similar to those on the surface where the greater part of the water piping is buried and lies undisturbed. With the almost constant shifting and changing which w necessary underground, the ground connec tions cat a water pipe may be rendered almost useless and form a hazard to nine men. ^ The ideal system fnr grounding would, of course, be a neutral or ground wire included in each circuit with ground connections properly calculated for capacity and easily available for periodic testing. Changed conditions such as opening of new levels with consequent drainage may cause perfectly good ground connections to be come inadequate or useless, as well as corrosion and mechanical injury, and therefore it is quite necessary to test them periodically. The rails of a trolley haulage system form a return circuit and should be properly bonded at all joints and cross bonded at reasonable intervals so that tlicy form it complete metallic ground connection at all points of the system. It is sometimes desirable to check the bowls for excessive resistance- Excessive sparking at rail joints is an indication of imperfect bonds. A detailed inspection of all permissible equipment and of all haulage motors, motor generator sets, driving motors and controllers, and similar equipment should of course, be made only by competent electricians and mechanics, but it advisable to have such inspections made at regular intervals and accurate records kept regard ing iJttuu It is advisable to have regular specifications and instructions coverLug such work and regular forms for records. Such insj^ectiom are justified from a maintenance d efficiency standpoint alone, and when once started will generally be nude without any orpin** oo tlw part of Hie safety insi/ector. He should, however, keep in dose touch with the situation am! in seme cases it may be necessary to recommend such a detailed inspection. The fiu;il session closed with the discussion of another installment cf the "Question Box'*, led by H. T. Harper, Tennessee Copper Company, Copperhill, Tcnn., the sub jects discussed being: (1) What place do bonuses and penalties take m accident prevention work? (2) The uses of statistics iu accident prevention work; (3) Methods of investigating accidents, ami follow-up measures. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATION A L S A F E 7 i" QU N Cl L Paper and Pulp Section Officers 1931-32 General Chairman--}. J. Petak, Consolidated Water Power and Paper Cu... Wis consin Rapids, Wis. _ Vice-Chairmen--Geoocs Roller, Rhinelander Pairar Co., Rhinelander, Wis. Aktiiur Murray, Container Corporation of America, Chicago. 111. Secretary--H. D. Bakta, Hoberg Paper & Fibre Co., Green Bay, Wis. Cfeatnwaw Poster Committee--Jauks M, McGivxey, Brown Company, Berlin, N. H. Chairman Program Committee--H. G. Gilsox, Oxford Paper Co., Ruiniord, Maine. Chairman Membership Committee--IU. F. Bastlkit* HoUmgaworlh & Vosc Co., Boston, Mass. Chairman Publicity Committee--,James J. Hastings, Port Huron Sulphite 1 Paper Co., Pert Huron, Mich. * Chairman Statistics Committee--E. E. Grant, The Crystal Tissue Co , Middletown, Ohkx Chairman. Engineering Committee--Enxs&x Auuusrus, Tlw Mead Corp.., Chiilicothc, Ohio. Chairman Health Committee--"Du. L. H. Frechtlxkc, The Champion Coated Paper Co., Hamilton, Ohio. Chairman Contest Committee--A. Scott Dowd, The Paper Industry, Chicago, 111. Members at Large-- W. J. Bremnan, State Department of Labor and Industry, Augusta, Maine. Kenneth L. Fajst, The Champion Coated Paper Co., Hamilton, Ohio. W. A. Glcabok, Hammermill Paper C<x, Erie, Pa. John Llmowcan, International Paper Co., New York, N. Y. W. J. Peacock, Northern Paper Mills, Green Bay, Wis. Samuel Pruyk, Finch-Pruyn and Co-, Inc., Glens Falls, N. Y, Bex D. Rogers, Bird and Son, East Walpole, Ma*s. F. Ii. Rosebush, Nckoosa-Edwards Paper Co., Port Edwards, Wis. TUESDAY MORNING SESSION * October 4, 1932 The first session of the Paper and Pulp Section convened in the Wardrnan Park Hotel with General Chairman J. J. Plzak, Consolidated Water Power Sc Paper Company, Wisconsin Rapids, Wisconsin, presiding- After welcoming the delegates, ,, the Chairman discussed the question. "Are. We Obtaining Our Objectives?*' He said'"' in part: *. - "In our peace abiding nation, sjnee the year 1920, w# have placed upon Utc altar _ of economical progress a most supreme sacrifice--1,062,000 lives. Far worse than war,^;j tlv^. 309 310 Twenty-first Congress--National Safety Council whose very purpose is to exterminate life and destroy property] In the Ig months of world war 50,510 members of the A. E. F. were killed in action or died of wounds. In addition# 182/524 members of the Army were wounded, but not mortally. In the 18 months ended December 1st of last year, 2931, 146,650 persons were killed by accidents and 15,000,000 were injured; and the actual cost of those accidents was approximately $3,000,000. **Do you wonder we label this worse than war? Must wc continue to kill and maim; must we, too, proclaim to the world that because of our lack of wisdom thousands of human lives must be sacrificed each year through accidents ? "Some progress in accident prevention Is being made and although far from the acme of perfection, industry can well be proud of her record. National Safety Coun cil statistics show that apiK-oxiroately 17,000 persons were accidentally Jolted in the United States during 1931 white in the course of gainful employment. Records fur ther show that last year's industrial accidents were 10 per cent less than those of the year previous. MThc record of our paper and pulp section shows a remarkable improvement when comparing the past two years- But wc have only scr&tc!>ed the surface in accident prevention. Wc must continue with eternal vigilance to reduce to a minimum not only the industrial accidents but other accidents as well. To this end, last year, we set up certain objectives to attain. Two major problems were studied, one regarding the `nip hazard on paper machines,' and the other, `Dual control on guillotine cutters.' "It is through such pioneer work as tills that wp shall obtain our end--that of re ducing accidents to a minimum. But those are but two of the many problems coninaitmg our Section. There are others equally as important which wc must study. In order that wc may progress, we nrast continue to pioneer, we must continue to pledge our support and take cm new objectives dealing with the hazards peculiar to our industry." The reports of standing committees were then called for. The poster committee reported that during the past year over 500 safety posters had been issued by the Council suitable for use by members of the Paper arid Pulp Section. The member ship committee reported a present enrollment of 191 companies, a very good report In view of present economic conditions. The contest committee reported a total of 131 units entered m the contest beginoicig July I, 1931; of these 85 remained and completed the contest. There are 97 units entered to date in the 1932-1933 Contest. Lessons Learned from Near Accidents ^ By W. H. BRYDOXS American Pulp 9c Paper Mill Association, Big Island, Virginia The speaker said in part: I have observed that the majority of the so-called "near accidents" are not reported. This is particularly true of the type caused cither wholly or in part by the negligence of the employee involved. In some cases the man may be too embarrassed to report an act of positive carelessness on his part or the incident may be completely forgotten in the press of other duties. I 2m firmly con vinced of the vital importance of reporting promptly all near accidents; determining the causes and taking prompt measures to remove the cause In order to prevent a possible recurrence. Every* accident that does happen must be considered as an opportunity for im provement. Experience as a teacher is the highest salaried officer of your company ami you are not worth your hire unless you profit to the full by every lesson be gives you. Wc experienced a ratlver unusual type of accident rcccntty, resulting in a permanent partial disability. The man involved was injured while working on a pipe line near the rod" of our pulp mill. He was tightening a union when be slipped from the Paper and Pulp Section 311 platform, lost his balance, and, reaching for support, his hand came in contact with the blades of a high speed ventilating fan. It might seem impossible for anyone to be injured by this fan, due to its inaccessibility; but our investigation showed that another employee had experienced a narrow escape in much the same manner while working near this fin. In all probability, if the first "near accident'* had been prop erly reported, the second real accident would never have occurred. In our wood cooker room, we have an overhead conveyor for the purpose of delivering wood to the cookers. This conveyor is approximately 30 feet from the floor and is actuated by a push button switch located near die floor of tl>e building. It is seldom necessary for anyone to go up cm the conveyor but one day the chatu broke and one of the crew was scut up to repair it. While this man was working on the job, another employee, not knowing of the breakdown, threw in the switch, starting the conveyor. The repair man lost his balance and was thrown over the side of the conveyor. Luckily, he managed to grasp a water pipe and avoid a nasty fall to the floor below. The incident was reported to the foreman of the department and he promptly took means to eliminate tins hazard. A lock switch was installed and the men instructed to lock the switch and take the keys with them when working on the conveyor. ^ The majority of `"near accidents" are somewhat out of the ordinary in character. We teamed from a near fall that the bolts on the grinder heads were not tough enough for the job. We replaced them with a special corrosion resistant alloy which would stand the severe service without failure. From this same experience wc notked that Ute workman In question was using both hands to lighten the bolts and while it was necessary to do so hi order to obtain the proper adjustment on the bolts, his position on the grinder was x very dangereras one as the footing was had ami a slip would have caused a dangerous fall. Safety belts were provided for this par ticular job and all foremen were instructed to see that the belts were used on all jobs of like nature. Question Box ^ V The period assigned on the program for a Question Box was introduced under the leadership of D, W. Phillip*, The Champion Fibre Company, Canton, N. C. Volun teer questions were called for. The first related to a pkui for an Interdepartmental safety contest. One plan consisted of a charted automobile race; the plant being divided Into 11 departments, each of which was given an automobile that was fastened on m large board on die wall. Each day the automobiles were moved forward one day on their respective tracks. When there was an injury, that department's auto mobile stopped moving until the day the injured man returned to work. The question of incentives for safety work having arisen, various ideas of prizes were discussed, but it was the general opinion that it was wrong to be paid for safety effort; if a man is safe, he is paid more than money. Another question was: "Who should investigate accidents in the plant, the super intendent, the foreman# a committee, or a combination of people?" One delegate .pd- vised a combination of people consisting of every foreman in the plant, to conduct an investigation soon after every accident. Another delegate suggested that the in vestigation would depend upon the size of die plant; at his company four Investigations are made of an accident. The nurse at the first-aid room makes a brief preliminary investigation; the foreman makes an immediate investigation and reports; later the safety committee representative m that department with a neutral j>erson makes a special investigation. These arc carried on entirety by the force and have nothing to do with the final examination made by the safety director. The discussion developed that for most plants all accidents are recorded and investigated daily. The proper testify of rubber gloves and rubber blankets was discussed. In one company an investigation showed that outside of the mechanical tests which the line men gave to gloves, there was no test made. The general manager's permit was 312 7 wcnty-first Congress--X'Jatioual Safely Council obtained to take some rubber goods to a company for an elaborate test. At 250 volts the first rubber glove popped: the blanket blew at 500 volts; another pair oi gloves blew at 750 volts; and another at 900 volts. This company now has a complete test* ing system. Report of the Nominating Committee General Chairman--]. J. Plzak, Consolidated Water Power & Paper Company. Wisconsin Rapids, Wisconsin. f'icr Chairman in Cleary* of Aiemberskip--Arthur Murray, Container Corporation of America, Chicago, Illinois. I'iee-Ckeirweu--G. H. Gilson, Oxford Paper Company. Romford, Maine. William H. Brydjscs, Bedford Pulp & Paper Co., Big Island. Virginia. Secretary--H, D. Banta, Hoberg Paper & Fibre Co.. Green Bay, Wisconsin. Contest Committee Chairman--A. Scott Dowd, The Paper Industry. Chicago, IUhuffitteenuff Committee Chainmu--George J. Adams, International Paper Company. N'cw York. N'. Y. fftvlih Committee Chairman--Dr. h, H. Krechtlmg, The Champion Coated Paper Company, Hamilton, Ohio. Poster Committee Chairman--James M. MeGivney, Brown Company. Berlin. X. H. Program Committee Chairman--F. H Rosebush. Nekoosa-Edwards Paper Corolaoy. Port Edwards, Wisconsin. Publicity Committee Chairman end ffctas-l.ellcr. Editor--Arthur E- Winslow. Hollitursworth & Whitney Company, Waterville, Maine. Statistics Committee Chairman--E. E. Grant. The Crystal Tissue Co.. Middletown, OhfOL. Members at /,,<iro*--Ernest Augustus. Tbe Mead Corftoratioe). ChtHicolhc, Ohio; W. J. Bremwm, State Department of Labor Ac Industry, Augusta. Maine; E. R. Brown. Oregon and Columbia Basin Division, National Safety CoonciL Portland, Oregon; Kenneth L. Farit. The Cliaminou Coated Paper Ca, Hamilton. Ohio; W. A. Qcasun. Hamnmrrmll Paper Co., Eric. Pa.: John Lwidrigan, Internationa! Paper Co., New York. X. Y.; W. J. Peacock. Northern Paper Mill*. Green Bay. Wisconsin; Samuel Pruyn. Fiuch-Pruyn & Company. Inc., Glen* Falls, N, Y.; B, D. Rogers, Bird & Son. Inc* East Walpole, Massachusetts. TUESDAY AFTERNOON SESSION October 4, 1932 Are We Hitting the Bull's Eye? - > 'V 8 i ** By B. E. GRANT -* ri - * Director of Personnel, The Crystal Tisue Co,, Middletown, Ohio Tlie sjK-akcr said in part; In tlte paper and pulp industry 1931 injury rates were the Irm'ejt in our history* Although the decreases from 1929 were not as large as for industry as a whole, reduction* of 28 per cent for frequency and 11 per cent for severity are nevertheless substantial. It is noticeable that our experience for temporary disabilities, the least ser * of lost-time injuries, has been considerably better than in accidents resulting the amputation or loss of use of fingers, arms, and other members of the body, -allure to clinunate these serious injuries ts the main reason for the small decrease in our severity rate in comparison with frequency. Why Is industry having so modi difficulty in eliminating serious injuries? I cannot give a deftttUc actawer. but my surmise is that k lies in fundamental engineering design, ojierating methods, and traits of human nature which are difficult and costly Paper and Pulp Section 313 to eliminate and control. It would be very helpful to all of us to liavc the details of every serious injury which occurs In the industry. This would mean a clieck nnd possible elimination of conditions which might produce a bad accident in another plant. One of the functions of oar Section News-Letter is to distribute such informa tion and each member should make a point of furnishing tbe editor with the facts about tfny serious injuric* in his organization. Of the different kinds of paper mills reporting for 1931, newsprint mills exceeded atl .others in the frequency of fatalities <?nd wrapping paper mills in die frequency of permanent partial injuries. Box and container manufacturing plants, also cannot afford to overlook the imperatively high frequency of permanent injuries. Wrapping and newsprint mills have the highest rates few temporary disabilities. I am pleased to Inform you that our smalt mills arc doing a good job In reducing injuries. In fact, their improvement ha* been greater than that of large organizatiocis. Our small mill* had 1931 Injury calcs which were no hsglier than those re ported by large ones, showing tliat the reductions have enabled them to keep pace. For 1931. our frequency rate averaged 20.63 in comparison with 15.12 for all In dustries. In severity, however, we did better; our rates of 1.52 is below tbe general average of 1.72. We rank 19tU In frequency and 13th in severity in the 28 major industrial group*. Lessons to Be Learned from Paper Mill Fatalities By H. G. GILSON -. Safety Supervisor, Oxford Paper Company. Rumford, Mime The speaker said m port: The cases 1 shall relate strongly indicate that in many In stances the actual failure was tbe individual or the so-called human clement. An oiler while in the performance of his duly, came to a sliafi line beyond his reach. The logical thing for him to do was to get a ladder. Instead, a belt was lunging from the shaft which was out of use for the time being, and he climbed tlie hdt, still clutching his nil can. When be extended and elevated fits arm tn pour the oil into the box, a protruding screw caught ha sweater, and as is usually the case, several fellow workers picked up the pieces of what was a moment before a human being. The moral of this case is never to climb belts, but the lesson is that a plat form ladder attached should have been there which would have prevented the ritancc taking procedure. A repair department man In company with four other workmen and their foreman went on a new sulphite decker job, to construct a plank platform over tlic vat. The victim in this case was occupied with the construction of a bridge tree to hold one end of the platform. In preparation for the lag screws, he used an air drill to make the holes. A piece of counter shafting was running very close to where he was work ing and be probably went under the shaft and leaned over it to finish drilling the holes. Ttiis man also was wearing his jumper on (he outside of Ms overalls, and it is assumed that he pressed against the shaft. The jumper wrapped around the shaft and whirled the unfortunate fellow to his death. Here was not only another case of man failure, but a foreman right on the job with his men failed to do a reasonable amount of safety thinking. . A worker was called upon to climb into a coal hopper several times during each shift to bar down masses of coal such as adheres to the sides of the tank due to its moisture content. This worker did not return one night and a search revealed that he was not to be found. A hasty survey of the location in which Ive had gone to work indicated that he might be in the hopper under the coal slide. In fact, he was found there dead, the fatality being due to the fact that he was swept off some inade quate supports upon which he stood when he barred down the coat. Apparently he had stood below the coal when attempting to loosen it. The most outstanding con- 314 Twenty-first Congress--National Safety Council tributing circumstance is the fact that no study liad been made of the worker's technique and that the man who had supervision over the department was decidedly lax in not acquainting himself with the procedures and correcting them. ' A stock liandler was engaged in feeding broke to a crusher or kneader and was known to be tlic type that liked to exhibit his physical prowess. He succeeded this day in filling the crusher so full that it jammed. To further exhibit his strength he vaulted the high pipe rail guard surrounding the spout and, still clutching the guard rail, endeavored to trample the broke down to get it started. Before anyose could reach him to prevent hi* actions, the broke caught and he was instantly dragged into tf*e crusher, almost every bone in his body being fractured. It is difficult for some supervisors to discipline their mm and even harder to transfer or discharge them; here was a case where failure to control a workman's actions merely added one more death to the annual toll. A repair man long in the service of his company and well acquainted with all parts of the mill and the company s rules, was sent out to clean the discharge wa^er pump under one of the paper machines. The machinery was in full operation and instead of reporting back that the job could not be dene while the machinery was 2u motion, be crawled through a guard rail and under a High speed belt and attempted to clean the pipe. While beneath this high speed bdt and in hia anxiety to do the job aiMgiwd him, he raised the head a trifle too high and was struck by a hook in the bdt, killing him instantly. Incidentally, there was no particular emergency in this piece of work and it could have been done witbput subjecting the man to the belt hazard, or later when the bdt was not running, Here again we find the human clement failure wherein a man jeopardizes himself instead of reporting back on the hazardous conditions be. finds and awaiting farther orders. Because business was not as booming as it had been in days gone by and because management wanted to provide some work tor its men, Utrce inexperienced workers were given a job of painting at the top of a paper machine room. For want of a policy such as would demand the use of certified planks on stagings, and because these three workers were not warned of the danger associated with concentrating too much weight on a single plank, a staging plank broke under them. One worker clung to lire steel work, a second fell to the floor a distance of 40 feet and received broken ribs, white the third struck on his head and died of a fractured skull. Dual Control on Guillotine Cutters By W. A. GLEASON ^ ?l*. ^ Safety Director, HatnmermlQ Paper Co* Brie, Ponna. The speaker said in partAt the conventkm last year, information was requested regarding methods used by members to prevent injury to employees operating guillo tine cutters, commonly known as trimmers. An injury was cited which occurred to an operator when he attempted to hold in the clutch lever so as to make the knife rcjicat in order to complete the trim. In doing this be reached under the knife, as it was rising, to straighten or adjust the paper, with the result that one of his hands was amputated at the wrist. Considerable discussion followed as to whether this could happen on trimmers ui other mills, bid there was no definite information given as to how to prevent another accident of this kind. It was agreed that a committee should make a study of this subject dtaring the year and present its conclusions at the annual conference. Tire general chairman appointed the committee consisting of F. H. Rosebush. NekoosaEdwards Paper Company. Fort Edwards. Wisconsin; M. G. Hoyrnan, KimberlyClark Company, Neenah. Wisconsin; and W. A. Gleason, Hamraermfll Paper Com pany. Brie, Pennsylvania. A questionnaire was circulated to member nulls using this equipment and the resalts of the replies to this questionnaire arc now presented. Paper and Pulp Section 315 Question 1: Do you use Seybold or other similar trimmers? 24 mills replied' yes'* axxl oc answered "no." It was approximated that this report covered at least 100 Question 2: Arc they guided by one-hand control or two-land control operating devices? 11 mills answered with two handed throw devices, five with one-handed: seven mills had both, and one mill reported a foot lever device. Question 3: Can operator use cither one or two bands to reach tailings or steady paper to be cut before knife finishes stroke after starting operations? 21 mills an swered, "yes"; 2 answered, and ooe was doubtful. Question 4: Do your machines automatically or immediately throw out of gear or stop operating if the operator lets go of starting operations; is the machine absolutely fixed so that the lands have to be on operating levers until the full completion of cutting stroke? 23 mills answered in the negative, and 2 m the affirmative. Question S: Could you use or would you want such a machine in your plant as indicated in the last question? 14 answered that they would; one answered "no"; 4 answered "maybe'*: three did not reply; two replied that they had such device, and one mill said it would install one at once. Out of a total of 2S mUls, only one stated that they could not use a device of lids kind so it may be Interpreted they would use it if the machine was so equipped. Question 6: Have you had accidents to operators on your present machines due to knives? Four mills reported they had, and 21 said they had not Two accidents had occurred when operators were repeating the machine by holding the clutch lever in and reaching under the knife to straighten the stock. Another injury occurred because an operator and a helper were attempting to turn the paper cm the table, and the operator thought the helper was clear of the knife and pulled the starting lever. All of these accidents resulted in tire amputation of a hand at the wrist. In view of tire foregoing, I believe wc should recommend the installation of sonic sort of positive dual control device on all of our trimmer equipment, even though it only prevents the 20 per cent of accidents which safely guards are credited with preventing. Education of operators on the proper operation of equipment, together with proper supervision and safe practices, will also help to keep down trimmer acci dents. An operator who fails to place both hands on the operating bar after being instructed to do so, or who loosens it so that he can operate rt with one hand, should be severely dealt with, as this is no type of machine for an employee to take chances on. Experienced operators should be the only persons allowed to operate trimmers. The members of this committee after a complete study of this problem recommend to the members of the Paper and Pulp Section that we go on record with tire manu facturers of guillotine cutters urging the installation of positive dual control on all machines sold after January 1, 1933. Discussion: After a brief discussion of the subject, a motion formally embodying the above recommendation as made by1 Mr. Gleason was duly carr ied. Mi fa THURSDAY MORNING SESSION. October 6, 1932 <u, "77 / sOKAtyt -aCULc* 'A77lU*7b7! Report of Committee on Hazards of Inrunning Nips 7>n Sfwpflvf Paper Machines dsuXlfc- By G. J. ADAMS General Supervisor, International Paper Company, New York City The speaker said ui part: In any group of pulp and paper mills, approximately 20 to 25 per cent of the lost-iiroe accidents are charged to the paper machine section. Injuries from paper making machinery arc usually much more severe than the average 316 Twenty-first Congress--National Safety Council recorded accident. They Inflict, more often than not, partial permanent delects such as loss of fingers, crippled hands, arms. etc. earning a great deal of suffering and loss *A time and contributing * good portion of our compensation and medical costs. It is the object of this report to deal with guards, mechanical devices, and safe i]xrraibiK factors which will tend to prevent accidents at mrunning nips on paper machines. The material we have to present is the result of information asked and received from members of the Paper and Pulp Section of the National Safety Coun cil. It contains definite information concerning guards and devices that are the lirotfoct of the ingenuity of these various paper mills in their efforts to prevent the recurrence of accidents that have lappened either at their own plants or within their experience. . We Mittst bear in niiml tlwt any one of these guards or devices was designed to meet the condition of some one jdaot and may or may tot be adapted in its entirety to the same ixwrrt of operation in some other plant, doc to the various ages ami types c*f paper making macliincry. The idea is there, however, and will open up possi bilities or suggestions that will help us develop a variation which will fit our own kcal plant and equipment condition. Although a good portkm nf the material in this rtixirt is not new to tSic industry, if it does no more titan help to renew t!e interest in accident prevention on paper machinery, we sliall he well repaid foe our efforts It was the general opinion of those who answered tlws questionnaire that there arc m* hazards involved at the iiirunuing nips formed at die breast roll, water marker ruHs. itamly roll and tube rolls. These ioints .are guarded either by location or wwclwoc equipment. White this is true to the extent that no crushing injury may jiossihly be received, we have had finger scratches from die paper machine wire at thv*e points suwL due to its composition of copper and bronze, very often a minor MTwtdi develops into a bod infection If rot properly treated. For this reason, paper machine employees riwuhl be impressed with the extreme importance of first-aid for w ire scratdiejs. Paper Carrying Roll (adjacent to suction couch): Accidents at this point arc rare hut tlierc is a hazard chtelo the nearness of this roll to the suction couch rod. Accwteiit* have ranwl a crushing injury to the arm when the rotary motion of the -uctk*n couch drew the arm down between the two rolls. It is a common practice alien taking the paper over the machine by hand to lift the front end of this roll from an i*pcn bearing uwlil paper is started cner the first felt. The hazard can be effini- waud somewhat by the use of an automatic ah' or steam device for blowing the tall os live paper cover onto the felt. . A device which has been installed on a number of machines consists of a counter weighted bearing on a pivot. The counter weight forms the lower part of the ltearing extending Mow the roll and made heavv enough that the carrying rrU will not jikhx unless come obstruction. such as a man's arm, becomes inserted bitwrcn the suction couch roll ami the carrying roll. This will came the carrying roll to pivot forward, increasing the space and preventing apy crushing injury. Couch Rolls and Press Rolls: Couch rolls awl press rolls are considered by the majority of safety engineers as hemg guarded by location or by machine frame. It is true, however, that should an injury occur at any of these nips tt would undoubt edly he very severe. The reason for the scarcity of injuries is probably due to the fact that it Is unnecessary for operators to do any adjustments at this point. Doctor* arc provided to take any stock off that may be sticking to the rolls, and felts can not lie straightened by pulling just before the press nip*. For those machines on which the press nips arc not protected by location, or machine frames, a wire mesh guard may lie installed. This should be made easily removable, however, so as not to interfere with washing or changing felts, Acrkteuts from nips will he ?cs likely to happen at this point by equipping all footboards across machines with handrails on the side next to live press and by making the walking surface of these footboards non-slip. This may be done by Paper and Pulp Section 317 covering with some non-slip material. The principal objections to a covering is that it materially increases the weight of the footboard, making it difficult to handle if necessary to remove, and the fact tliat if the covering is metal, rust scales arc apt to get into the paper. One plant has put n diamond siiaped groove alxiut n quarter of an inch deep on the surface of all press footboards, which act* quite well as a nun-slip surface. If the conditions warrant, it is sometimes advisable to put a toeboard on t!e railing side of the footboard. Steps on tlc machine frame leading to press footboards wear smooth with use These steps should either he kept roughened or covered with a on-rii|> material to prevent employees being caught in the nip by slipping. Another hazard around presses, which is not attributed to inrimniug nips bin is common enough to mention, is that of foot injury resulting from press weights falling or slipping off weight Sever. The practice of going barefooted is still prevalent in some plants, which only increased the severity of injuries from this cause. A device to overcome this hazard consists of notching the weight lever, ami slotting the weight to fit the notches, which w0l keep the weight from riiiijmtg even though the weight lever does riant downward. Weight levers rixxild 1k long enough to accommodate necessary weight, to do away with placing weights cm top os each other and tying on pieces of rope. Wet Felt Carrying Rolls: Nips formed by the wet felts and the felt carrying rolls are responsible for numerous accidents ranging in severity from finger bruises to fatalities. The principal operating factors which result in accidents are (a) trying to straighten felt wrinkles while running, (b) pulling edge of felt to keep ft from running to one side of the machine, (c) reaching the hand in to scrape off stock from one of the felt carrying rolls, (d) pulling and turning felts ulteti wash ing up. Quite often, especially on older machines, a felt will nm to one side or the other develop a wrinkle. In order to save shut down time, it is customary for the machine tender to help straighten tbc fdt by pulling at edge with the machine necessarily at full speed. The danger of this can be seen when {lulling is done close to the pinch of the carrying roll (which is the place where smiling is the most effective). Modern automatic felt stialghlcncrs aic a decided help In pre venting accidents from this cause. Stock from a second felt sometimes sticks to the first carrying roll after the second press. The danger of employees reaching hi to so ape this stock off with their hands can be eliminated by installing a wooden doctor across the width of this roll, the doctor being shared so as to drum any water and stock scraped from the roll off to either the back or front side of the machine. The most common causes of injuries at felt carrying tolls occur when fells are being wariied and turned- During this operation tlere are several safe operating practices that should be adopted Felts should be pulled away from the mrunoing nip. Foot boards with non-slip surfaces should he provided across tlic pit where needed and should be located so that employees using them wit! be pulling and turning the felts away from llie nip. During this operation an employee should be stats>mcd at tlie dutch lever so that speed may be controlled and clutch lever struck out quickly in case of accident. Felt wash rolls and squeeze rolls are not considered hazardous. However, one member stated that by counter weighting the squeeze roll it will rise in case a pinch does occur. Baby Drier Roll and Drier Section-. When the equipment on the drier frame docs not provide protection, a short rail should he installed across the open sjiace on the front side between the baby drier and the first top drier. The platform used by the backteoder when taking paper off the last press and starting tt over the driers is usually high enough so that should he lose his balance and fall into the space inside the baby drier, a fatal accident would probably result. Very often 318 Tuxnty-first Congress--National Safety Council a pipe rail or bar is extended across the 'width of the machine in this space. The np formed bytbe felt carrying roll against the first bottom drier can easily be guarded by building a solid barrier protecting employees in space between drier section and press section. . Another hazard is encountered when sewing drier felts on top of the drier sec tion. An accident occurred lierc when somebody drew in the drier clutch without knowing this work was being done. This caused the employee on top of tlie driers to be carried by felt down into the space between baby drier and first drier. A wooden movable working platform should be provided across the top of the driers. If tliought necessary, some sent of a barrier can be constructed across the lower end so ax to prevent an accident such as the above. In addition to these pre cautions, the drier section as well as all other drives should be controlled by a def inite, danger tag system when repairs, oiling, etc. are being done during any shut down period. - Another frequent cause of accidents on the drier section is when operators, while taking paper over tlx? machine by band, get hands and arras caught between drier felt and drier, causing varying degrees of injuries from slight brums to loss of arms. This danger is not so prevalent on roachkies equipped with the "rope back- lender**, which takes the paper automatically over the section, eliminating almost wildly Utc hazard* of this operation. Smoothing Press Rolls: Smoothing pres* roll* offer* a problem when no auto matic carrying device is used to put the paper into the nip. Several members re lumed accidents at this point and each accident resulted Ui a serious injury such as loss of an arm. So that the baektemler need not be exposed to die hazard of putting the sheet by hand from the last felt press to the smoothing rolls, a rope carrier may be pro vided. If the drier section is not equipped wldi a rope carrier, this may be in stalled separately on tlie smoothing press. * To make IHe operation at this point stiQ more safe, the rotation of these rolls may be reversed so that the mrumung nip is on the side next to the drier section. The paper is taken over the top roll, into the nip from the reverse side, down over the front of the bottom smoothing roll and onto the first drier. This does not reverse the wire side of the sheet, so should not be objected to as an operating factor. If the rotation of the smoothing roll is reversed it Is necessary to provide some device behind the press to guide the paper into ti nip. if drier section is not equipped with rope backtendcr. This may be done by a simple arrangement of-a 2-inch duck belt arranged on wooden spools. The belt is installed laying against and following the contour of the top roll to almost at the point of the nip, carrying the pai*cr to tins point where it is cmtight between the rolls. Another simple device consists of a guide made of galvanized iron on the back and following the direction of the top roll down to the nip. On machines where the smoothing press is only occasionally used, the galvanized iron guide is prohaMy better as it may be easily adjusted to follow the paper to by-pass the press by taking over tlie top roll directly down onto the firsj drier. Paper Machine Calender Stacks: The majority of calender stack accidents con sist of crushed fingers and hands. One of the priicif&I hazards is encountered when the hocktendcr has to feed the paper through from the driers to the stack by lumd and hi the operation gets his hand too dose to the inmwing nip which usually crushes the end of the fingers. This hazard can be overcome by equipping the machine with an automatic air feed which blow's a tail of the sheet along the gal vanized iron chute into the nip. This equipment, like other automatic feeds and carriers, is a necessity on the newer type high speed machines. Feeder belts should be provided on stacks where papa* goes over the top roll and into the dip on tl>c side next to the reel. In feeding very heavy weight sheets such as board through the stack, it is advtvahtc to use a wood slick with a rounded end for pushing tlx* Paper and Puff Section 319 sheet iuto the nip. Tim can easily lx* made front a piece of old broom kindle about seven inches long. Another common cause of calendar accidents is v?Wcm operators grab at wad* while having breakdowns or while piw is being sent tUrouuh the stuck. The roll* rest one on top of the other in bearings that arc movable vertically and a wad of paper causes the rolls to jump, very often catching the finpers on hand of the operator wlo had grabbed at tlie wad at the same moment. Any guard yet de vised that stretches across the machine in front of cadi nip has jwured impractical, interfering with the process, except possibly on very slow machines usually making a heavy grade of paper. However, each doctor slvould Itave citlscr the metal finger attachment or air ducts which help to guide or blow the paper through the rolls. Another frequent cause of crushed Angers in the calender rolls is wlten tlie operator attempts to use his metal hand scraper to r tovc a spot from one of the roll*. tl>e rotation drawing 0c scraper and hi* fingers into the pinch at the slightest inattention or slipping of tlie scraper. This type of injury can be prevented by using a scraper constructed with a wooden handle with metal finger guards, with the blade of the scraper inserted m such a way a* to pull out from the handle if caught by the pinch, the finger guards protecting the operator"* hand. * When a backtender climbed up and stood on a ductor to scrape "a spot from a calender roll, his foot slipped and his toes were caught and crushed ii the nip. Working platforms should be constructed in front of the stack if at all practical. A hand rad should be provided if possible, Tltere are a number of purpose* for the use of such a platform. One plant provided a platform but found it imprac tical to install a handrail on tlte platform. At the suggestion of one of the hacktenders a handrail was put across and attached to one of the doctors ttat at least provided a safe hand hold. Air hoses for use around stacks should be equipped with nozzles so that the end of the hose is less liable to be caught in the nip. Injuries were reported at this point when the nip* caught parts of clothing, pieces of rope and other materials that operators had in their hards. If air pipes are used on the stuck, they usually pro vide necessary protection against injury m the lower nip* on the side next to life driers. Where there arc no air pipes, a simple and effective guard is a board of necessary width and long enough to stretch the width of the stack suspended in such a way a* to be easily removable in case of repairs. Reels: Stacked reels form a very serious hazard, any injuries at this point al most always resulting rn a fatality when the iqiace between reels become* small enough, chic to getting behind on the winders, to form a very dangerous inrurmtng nip. The best solution to this problem is to do away with stacked reels. This Is not always possible, however, due to old mill designs not providing- enough space to set the winder ahead for the necessary change. If stacked reels must be user!, a good device is an adjustable bar (ordinary pipe rail) stretched across the width of the reels between the rolls so as to provide a. stationary surface; in case an em ployee did get caught be would not be drawn into and crushed between the rolls but would get off with a comparatively slight injury In addition to this, it i's also safe operating practice to have a rule that in case the reels approach within four incises of each other, the paper should be broken down at the wet end until by unwinding the reels are at least six inches apart. Hands and arms are often caught and crushed when operators are putting paper on English type reels by hand This hazard can be eliminated by installing a de vice which blows a tail of tlie sheet onto the reel by compressed ar, the tail being guided by the air along the galvanized iron chute English type reels shoold be guarded at the end of the reel drum so that operators will not come up against a moving surface while doing their work. If stops are provided over the drive on the backside, a handrail next to the reel should also be installed. Slitter*: Ho satisfactory guard lias yet been devised for slitter blades cm types of winders similar to the Warren winder. This is due to tlte fact that the diametric 320 Twenty-first Congress--National Safely Council measurement of the slitters varies according to the number of limes they have been ground. Slitter accidents arc numerous, resulting injuries often being severed tendons of fingers which usually cause a permanent partial compensation case. One type of guard, tluit is probably better than none at all, consists of a strip of metal about l1/) inches wide fastened to the slitter standard and curved so as to protect against direct contact with die edge of the slitter knife. Accidents which occur when employees engage or disengage a slitter knife against the bottom^ driving slitter may be decreased by using a stick for this pur pose. This stick is u*cd from the front of the winder and makes the operation not only safer but also easier. It consists of a piece of thin hard wood of necessary length, tapered at the end, which is inserted at the side of slitter causing it to dis engage hjr ti*c leverage it supplies against the spring in the slitter. Tlie opposite operation, of engaging the slitter Made, is then done by simply removing the end of the stick. It may be kept always handy for use by fastening it with a small round iron kop to one of the frame standards which stretch aero** the winder. Enough sticks should be supplied to take rare of as many slitters as are in use at any one time. Winders: Tlte type of accidents which occur at iurwtning nips on wimk-*> are common. There is no doubt that some form of guard is needed and should be pro vided at tliis point. The usual form consists of a wire mesh frame stretched across live face of the winder, a number of variations of installation being used, depending on tlvc type of winder and the method of tundticig the paper rolls. Tins small drum ou the Warren tyjsc winder' is usually coveted with a curved metal guard tint moves automatically as the roll of paper increases in diameter, leaving only a small space in which an employee may get caught between live drum ami the roll of ticr. The protection afforded by this metal guard is insufficient, however. and there arc several ways of decreasing five Itazard. One is by attach ing to this metal denm, on tlie edge next to the nip, a strip of 2 or 3-inch angle iron. Also the wire mesh, angle iron frame guard may he used here. It is usually made about 15 or 18 inches wide and extending the width of the winder with the bottom part attached to a length of ordinary iron (ripe which is attached at each end to Use winder frame. allowing operators to swing the guard up or down, de pending on whctlxrr the winder is running or not. This same guard with slight adaptations may also be used on the type winder that lias two drive drums of the same size. It is necessary to adjust this guard so that it will not rest against the roll of paper at any time while the roll is coming up. On very heavy grades, the guard may ret agamst (lie roll by means of small wheels which turn with the rolls. On Cameron winder-, making small counter rolls of wrapping paper which are ajifwosimatcly 8 or 10 inches in diameter, a good guard may be used without in terfiring with the operation by using a curved wire mesh frame which is attached to riding roll <4 frame and swings down covering both the riding roll and the roll id jui|K*r. pritfcclmg employees against tlie nip. This should be of size sui- ficivni t rmcr the paj*cr roll when it is at its maximum diameter because H auto matical!.* riM*- with the ridtrou roll as the paper roll increases in ri?t, Ordinary ('anttma winders may he guarded by a wire mesh frame which swings lvwn frin i irrlwad. mine a cylinder weight to hold it in place. A method of re moving roll* < pi~r rn the winder will govern whatever adaptation is used oi thi iyjv *4 guard, (`amcfvo winder manufacturers supply a guard with their nvlrrti iwilimni Tin* owmrf* of a wire mesh frame which. when not m use. is pushed l>*wn at** lwld hy dip liar*. It is also owner weighted to hold h In place uhm Ms m' J m}l<'Vcvs hlviuld be warned on high si<ed Cameron winders not to leak* twh'- wlut* a mutdtng roll is up. as there is a possibility of the roll of paper itutipat*: o' iV r itline ri.ll i released before the brake is applied. Shaving hole*, whet* tn Irtifrt iW winder, a* is the case usually with a Cameron, should lie Paper amt Palp Section 321 A number of winder accidents have bccu caused by the poor condition ot the floor directly in front of tle winder when an employee ^timiMcd iit some depression or other tripping hazard and lurched into the winder. The practice of using a rope on wiixkr shaft* to prevail rolls from slipping is still common in a good many plants and is the cause cl' severe if u>t frequent in juries. A number of safety collars have been devised to do away with this practice hut this is a real problem due to the variety of sizes of shafts (split shttts, and solid), types of winders and nature of product. Probably the most practical collar yet in use consists o a bronze collar which, when the roll is large enough on core, is shoved over from Its position on tlie shaft riding outside the end of the drum. Against this collar, live bronze yoke is held by means of a shaft which extends from the yoke through a slot in Ukt tnp of the winder shaft-bearing where it is held firmly by means of a set screw. This collar may be adjusted without stopping the winder. If the winder can be stopped, it is an easy matter to fasten a collar in place on the shaft against the paper roll How ever, on machines that make different grades and which for a number of reasons should not be stopped during tlie winding operation if possible, some type of collar such ax the above should lie used. This same collar may he adapted for use on a split shaft. Super-Calenders: When die operator is feeding the sheet through the super calenders, the speed of tlie stack may be varied ami run slowly, allowing us to guard the nips where they occur on both sides of the stuck. This has almost wholly done away with the frequent pinclted finger lyi>c of injury that was coruittuitly occurring at this operation. Tlw guard which is now in quite common me is usually an angle iron stretched across the nip (lie width of the calender stuck, the ends Attached to the stack frame h; such a manner as to be easily removed in ease of repairs. The sjtace between tlie angle iron and tlie roll is wide enough to permit the passage of the paper but not wide enough to let the fingers through where they will be caught in the nip. One plant has developed a curved stick for operators to use to feed t!c paper through the stack roll. Tliis stick lx hard wood with a leatlier facing curved to correspond to the surface nf tlie rnlls and equipped with a handle. Stiiwr-calcrokr winders should be guarded with some adaptation of one of flic several typr* of paper machine, winder guards as the nip here is jmt as dangerous as <m tlie liapcr machine winder. Rotary Cutters: Tlie squeeze rolls on a rotary cutter may be guarded by a bar, similar to the method of guarding a nip ou lltc super-calenders. A typical accident at tliis point occurred when the slaving guides were nut protierly placed and the shavings, instead of dropping to tlie floor, engaged and wound through tlie squeeze roll. The operator, ratlier titan shut down, grabbed at and tried to pull the shavings, out, his fingers being cauuht in the squeeze roll and amputated. If a platform is constructed across tlie top of the cutter, it slioukl be equipped with a standard handrail. Also, if it is close to the rotary knife, a toeboard should be installed on the side next to the hnffe. A barrier guard of some kind suclf as. wire mesh should also be installed at the ends of the knife tu pi event employee:; on tlie floor from reaching up around tlie knife while in action. Plants where paper machines are run by electric power have adopted the use on some drive sections of emergency slop buttons in case of accident. An illustration `4 this is an emergency stop button on the drier section. The button is located on the front side of the drier frame and is used only in case of an emergency. Another plant had the experience of an employee falling down through the broke l*4c at the calender stack into the broke heater which was located directly under neath. Besides installing possible guards (rails) against a recurrence, an emergency kt<jp button was placed on the stack frame, which in case of a similar accident -*aM immediately shut off power dm mg tins broke beater. 322 Twcnty-first Congress--National Safety Council A good deal of thought should be given to the construction of guards' on the drives and clutches on the back side of the machines. They should be easily re* movable and made in sections for convenient repair, equipped with handles and have sections hinged to facilitate oiling, tightening of clutches, etc. It is also ad visable to make them wkh a curved surface, as a flat top of a guard is a very con venient place for employees to leave containers of grease, oil cans, bolts, old shoes, and whatnot. Dryer felt weights and other suspended weights, either behind the machine or in the basement, should be enclosed, as many a broken toe resulted from an iimjropcrly place weight falling from its support by the machine vibration. At different points in this report we have tried to emphasize the importance m keeping equipment in good condition around the machine as a help to prevent ac cidents. Step*, where worn smooth, should be covered with some non-slip mate rial ; bed plates around the stacks and winders also wear smooth and should be roughened where needed: floors should be kept free from grease, oil, wrenches, pi-cces of pipe, etc.; hoses should be coiled when not in use;'keep drier spears on their hooks: provide suitable waste receivers, and in general good housekeeping should prevail. We have dealt for the most part in this report wkh mechanical guarding of paper machines. While adequate guards are necessary, probably more to be de sired in accident prevention safe operating practices of employees. We are creatures of habit by nature in everything we dp. Including our work. Therefore, if we can influence our employees to form habits of safe practices, we will prevent many accidents. To say that the dangers of a paper machine must be recognized by employees usd they must work carefully is not enough. The sooner we forget the word "carelessness'*, the more practical our acchlent prevention program will become. Provide mechanical safeguards where possible and then instruct employees how to do the job properly and safely. This, together with supervision by foremen who know what proper instruction and supervision is. will prevent accidental injuries that are within our control. f<C v v- j v in V w Safe Drum Winders. _\ By R. McA. KKOWN ( / Safety Engineer, Industrial Commission, of Wisconsin, Madison, Wisconsin The speaker said in part: Recently one of our men made an investigation of the jKJssihrHty and practicability of guarding the drum winders in a paper mill where several Injuries had occurred in the nip of the winder drum and paper roll. After looking over tlxc winding operations foe awhile wc were convinced that tltc equip ment would have to be radically changed lit order to apply an effective guard. Those of os in the conference quickly agreed that the logical way to guard the winder was to eliminate the nip on the operator's side. There were various ques tions however, to be answered before the mill superintendent could be expected to make the change. We believed that the proper thing to do would be to make a survey of other mills and learn from experts just what has been done along that line. About a dozen mills, therefore, were visited and the superintendents of ten of these mills were interviewed. _ Our conclusions, reached after all these conferences and observations, are that drum winders in probably 40 to 50 per cent of paper mills can be run in the opposite direction so as to place the nip on the side away from the operator and without any fcrSois interference !tlt production, and that in practically every case where the winder must be run "in" a fully automatic guard can be installed without unrea sonable expenditure. Paper and Pulp Section 323 THURSDAY LUNCHEON SESSION October 6, 1932 - `^ Data on the 1931-1932 Safety Contest ,, -' v By A. SCOTT DOWD Chairman, Contest Committee Tiie speaker said in part: This lias been our first experience in conducting the contest for a period of a whole year, and it followed immediately after the close of a six months' contest ending June 30, 1931. A general review of the past eight contests reveals a definite trend in die reduction of the number of lost-time acci dents. Likewise, the cost of these accidents has gradually dimmisled until tlte past year when the severity rate increased' more Ilian 50 per cent over that of tlve period of the previous six months. The average frequency rate of 116 ranking mills in the first six mouths of 1931 was 15.744. The average rate of 97 ranking mills in the twelve mouths ending last June, was 14. The average severltv rate in the 1931 contest was .354, TSie average severity rate in the last conies. - .539. While there was a ^ erwae la the number of participants this year corme&red with that In the 1931 contest--116 reporting in 1931 to 97 reporting in 1933--yet the number of nulls in the latest contest about equals the 98 Umi remained in the I93Q contest, except that in die latter there were 36.153 employees ami omy 32.454 in tiie 1932 competition. These 32,454 employees worked a total of 74,569,954 man-horns, suffoed 1,044 lost-time accidents, with a total of 40,211 lost days. Of these mills, 55 finished the contest with a frequency rate below the average, 69 finished the contest with a severity rate below the average, and 9 finished tins contest with perfect safety scores. - Presentation of Awards The trophies and certificates given by the National Safety Council to group win ners and those finishing in second and third ranking positions were presented to the representatives of the winning mills by Lieutenant Colonel Henry A. Rcmtigcr. Special Representative, Lehigh Portland Cement Company. Allentown, Pennsylvania, and past president of the National Safety Council. Handsome bronze plaques had been donated by the National Safety Council to leading mills in each group. Division 1: first place in Group A, to the Consolidated Paper Corporation, Ltd., Wayagamack Mill, Three Rivers, Quebec, Canada. First place In Group B. to the Champion Coated Paper Company, Paper Mill No. 1, Hamilton, Ohio. First place m Group C, to the Cornell Wood Products Company, Cornell, Wis consin. ~ First place tu Group D, to the International Paper Company, RUey, Maine. Division 2: First place, to the Bemis Brothers Bag Company. East Peppcrill, Massachusetts. The major award donated by The Paper Industry was then presented by A. Scott Dowd, Editorial Director of the magazine, representing Edward B. Fritz, publisher, who was unable to be prescut. The mill whose safety record was un animously chosen by the judges as the outstanding achievement oi live Contest, was the Cornell Wood Products Company, Cornell, Wisconsin. This company, which employs 258 people, worked 488,463 man-hows for the period o the contest without a lost-time accident, and has not had such an injury in its mill since June 19, 1930, or a record of 25 consecutive months. 324 Twenty-first Congress--National Safety Council THURSDAY AFTERNOON SESSION October G, 1932 Participation of Industry in Community Safety By HONORABLE R. G. KNUTSON Member of Wisconsin Industrial Commission, Madison, Wisconsin The speaker raid in part: While we casino* state dogmatically that industrial accident frequency and severity rates have actually decreased during the period since the organized safety movement began, we do know without a shadow of doubt that had It no* been for the organized safety movement tlse industrial accident toll would hove been tremendously greater. When we turn to the field of non-industrial safety, we find a deplorable situation. All available statistics indicate that the accident toll outside of industry is very much greater than in industry and that it is growing rather than decreasing. This ts particularly true of street accidents. The question arises as to just what attitude industry should take toward the prevention of non-industrial accidents. There may be some who would argue Oat industry has its hands full in trying to reduce ltd own accident toll. However, industry must not forget that it is a port of live whole social fabric and that, therefore, it does have a community responsibility. It must play its fair share in the reduction of human pain and suffering regardless of whetlier it is directly responsible or not. ( Industry, as we all know, pays a large proportion of the (axes which go to sup port governmental activities and more particularly of those victims of non-indus trial accidents who have ceased to be self-supporting because of such accidents. Some of the money that industry pays into the public treasury must also be spent for medical and surgical treatment for victims of so-called public accidents. More over, If traffic conditions are allowed to become chaotic, it usually means that the cos* of traffic regulation is really greater than if it were on an orderly basis: how ever, the occurrence of accidents oufskte the plant has an even more immediate effect upon industry because wc must not forget that * large number of those in jured outside the plan* arc a part of the great army of industrial workers. This means that the occurrence of non-industrial accidents has a direct bearing upon labor turn-over and absenteeism, the great cost of which is conceded by everyone. T_c! us no* forget also tlttt in order to have a safe industrial worker, we must have a safe all-round citizen. After all. the time that he spends in die factory is only one-third of hi* total time. The influences he meets outside the factory are tremendously important. A factory worker can change from street clothes to working clothe* when hr enters the factory doors, but he cannot change his mmd and his nervous system and the complex system of habits and attitudes that he has developed mrt*le the factory. What. then, specific part should industry play in tlte larger safety movement? First of all. there should he a representative of Industry upon the committees that ore organized to promote community safely. These committees usually consist of civic leader*, including public officials, school authorities, members of labor organi zation* and the Chamber of Commerce, hut to my mind cannot be thoroughly effec tive unless Industrial leaders arc represented in goodly proportion. After all, the public technic of non-ifututtrial safety is not ntuch different than that of industrial ?rfrty in which industrial leaders have had a long and fruitful experience. The community safety work should be carried on throughout the entire year and should assitfue a* many aspects as possible in order to touch all members of the com munity m as many planes of their work-a-day activities as possible. Paper and Pulp Section .>> 325 ' Special Hazards of Fourdrinier Machines and Their Elimination ` By H. K. WILLIAMSON General Superintendent, Nekoosa-Edwards Paper Company, Port Edwards, Wisconsin The speaker said in part: A grain of practical information is worth a bushel of theorizing: and we can benefit most by studying where the hazard* are and how to minimize them. If you have to break the paper down at the wire, use the squirt gun to cut the sheet*. Sometimes on heavy papers Uic squirt gun may not wnrk quickly enough and it becomes necessary to me the hand. In that case, rcmcmlmr that the paper roll is closer to the wire than it is to the felt, so Weak down the paper between the paper roll and felt roll. If working on right hand machine use the right hand, on left hand machine use the left hand. When potting weights no the press levers, keep the feet from under the lever. The threads on the eye bolt may strip, dropping tlc lever down, and a 50 pound weight on the big toe may increase the vocabulary but not the comfort. The blade of a press doctor Is honed lo the sharpness of a razor by the revolu tions of the presa roll. It take* two men to clean a doctor blade, one to hold the doctor up and the other to scrape the blade. Use a scraper ami keep the fingers clear of the cutting edge, having the doctor lilted sufficiently high so tlat die roll can be cleaned without danger to the back of the. hand. When you have finished, tell your helper to lower the doctor down. When cleaning ritnte from wet frit roll*, remember there is a take-in *tfe and u come-ottt side. Keep the hands on tlte come-out side. The drier felt rolls are set close to the driers in order that the paper may derive live greatest benefit from the pressure of the dry belts, tltey arc perfectly safe il *nc handles paper the right way. Never pass the paper from one to the other with 2 dosed fist. Take the paper from the bottom drier between the thumb and forefinger, holding the paper in tlic palm of the land by the llnwnh. With fingers extended, pass tlte pajiet So the um>er drier. L the wrist, etttoiv and shoulder joint* do their share of the work; do not keep the arm stiff. Before spearing patter from the driers on a Fourdrinier machine slots the driers. You may do it on tlte run successfully nine times and get caught the tenth time. When putting the paper through the calenders, give at least a foot of paper projecting from the hand toward tlic calender nip. That is yonr margin of safety The same thing applies to stacking a slct of paper. Keep your eye on the cal ender nij you are going to push the paper through. * Sometimes wet calender scabs aie hard to take off and require ronsiilerable pressure on the calender scraper. Apply your scraper to the roll Itclow center against the direction of rotation, if it is the bottom roll of the pair which form a nip, and above center against rotation, if it is tlic top roll of the pair. When pressure is applied beyond carter of a revolving roll, the speed nf tlte roll will have a tendency to pull your scraper and fingers into the nip. When cleaning calender doctors, the same condition prevails as with pro** doctors. The blades are sharp. If you are holding the doctor while tlte other man cleans it. wait till be gives you the signal before you lower the doetnr down again. Hi* hand is in danger; not your*. Cleaning a plugged stack is done by stopping the stack, raising to rolls above the plug and picking the wet paper out with a pocket knife. Probably there will be men working on both sides of the stack. Before starting the rolls again, it is safe policy to call out. "stand clear stack." Then there is no danger of any mar. being overlooked and hurt. To put paper on the reel requires adept skill. That can only be acquired gradually 326 Twenty-first Congress--National Safety Council and when a man has sufficient experience and poise to maintain concentration on that [articular part of die job despite surrounding confusion. The red shell is iron and weighs approximately 1200 pounds, ami is driven by frictional contact with the revolving iron drum. Have the fourth hand cut an end about 20 inches wide; then keep your hand on the outside edge o the sheet. Pass the paper umler the shell with the outside edge clear of the shell and the hand going in the direction of the Journal. Putting paper on the reel is somewhat spectacular. If you are a be ginner in the machine room, don't try to put the paper on the red until you know your way around. A most important part of the duties of a backtender and third hand is to con stantly pa35 the hands over the surface of the paper as it is winding up. By this means the paper maker can detect wrinkles, cuts, calender spots, unequal finish, etc. Should the hands be wet or even moist with perspiration, they will stick to the paper and positively throw you off your balance into the reel. In this connection, it is interesting to know that the finger tips are far more sensitive and much more can be learned through them than the palms of the hands Pressure is not necessary. When helping- feed the paper over the winder, the fifth hand must turn a reel having a gross weight of 4500 pounds. This he does by means of a crank. The strength of a chain Is only equal to its weakest link. The human body s subject to the same governing principle and the inside wall of the groin muscle is dis tressingly weak. When turning the reel arorotd- keep the heels together, and there will be rw need to undergo an opttation for hernia. _ ^ The primary duty of a slitter is to cut paper: it performs this duty most excel lently when revolving at a high rate of speed. If given the opportunity it seems to display a malicious propensity to cut fiesh as well as paper. If die shavings become entangled with the slitter, stop the slitter before removing the shavings: by doing this yon will once again demonstrate the supremacy of the animate over the inanimate. ## , The drums of the winder rotate in the same direction and do not form a nip, yet thetr dose proximity makes them dangerous. If anything should be jammed between them friction would be created. Do not attempt to feed paper in the tape by inserting the hand between the drums. The winding paper and the drums do travel in opposite rotation and form sl nip. After a break on the winder, always feed the paper around the roll with a closed fist- The bulk this presented will be too great to pass the nip and the danger will be eliminated. Pro and Con Hour The closing feature of the Missioo was a general discussion entitled "Pro and Con Hour"', under leadership of Arthur E. Winslow', HoiHogsworth & Whitney Company, Watervitte, Maine. Most of the discussion centered on the question. "Is rule 6A as applied to the 1933 Contest one that may lead to misunderstanding detrimental to the present or. future contests, and if so, should any change be recommended ?** ^ This rale reads as follows: "In the event that two or more trails in any group have perfect scores (no lost-time Injuries during the contest, which is equal to 1000 points credit) the winner shall be the mill among those tied having maintained that continuous record for the greatest number of consecutive calendar days prior to the contest.** It was decided that the Executive Committee present the choice of a number of plans to all members of the Section in time before the next Contest begins, and the plan receiving greatest number of acceptances should be that used for the following Contest. . ADJOURNMENT. Tlt'ENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Chuy,.^ rzL Petroleum Section Officers 1931-32 General Chairman--R. E Dgnovaw, Standard Oil Company of Cali?., San Fran cisco, Calif. P"ice-Chairman--C L. Hightower, Texas Pacific Coal and Oil Co., Thurber. Texas. Chairman Atlantic Division--E. R. Al&ek, Vacuum Oil Co., Inc., New York, N. Y. Chairman Great Lakes Division--). C. Berks), Sinclair Refining Co.. East Chicago. Chairman Mid-Continent Division---L&ixs VL Hotels,, The Cas ter Osh Go,, Tulsa. Okla. Chairman Gtdf Division--A. W. Breelaxd, Lone Star Gas Co., Dallas, Texas. Chairman Rocky Mountain Division--Y N. Shaw, The Midwest Refining Co., Casper. Wyoming. CAawTftKzw, Pacific Divisiotr-R, B. Hecox, Standard Oil Company of Calif. Bakers field, Culif. Chairman Poster Committee--L. W. Evans, Atlantic Refining Co.. Frankin. Pa Chairman Engineering Committee--YU. E. DisciuxfiE*, Shell Petroleum Corp., St. Louis, Mo. Chairman Publicity Committee--J. L. Risings*, Magnolia Petroleum Co , Beaumont. Texas. Chairman Program Committee--B. V. Qssorv, Standard Oil Co. <Ind.),, Casper, Wyoming. Chairman Statistics Caumtsttec--J. TV. Myers, Standard Oil Co. (N. JL). New York. N. Y. Chairman Health Committee--Dr. C. M. Aves,, Humble Oil and Refining Co., Hous ton, Texas. Post General Chairmen-- R. S BoKsta, Standard Oil Co. (N. J.R New York, N. Y. V. R. Currie, The. Texas Co., New York. N. Y,, Geo. F. Pmjssing, Union Oil Company of Calif., Los Angeles, Calif. E- J. Sekkr, Vacuum Oil Co., Im:.. New York, N. Y. C. W. Smith, Standard Oil Co. (Ind.), Chicago, III. D. J. Wallace, Mid-Continent Petroleum Safety Council, ToIm, Okla. Secretary--H, N. Blakkslee, American Petroleum Institute, Dallas, Texas. * TUESDAY AFTERNOON SESSION . October 4, 1932 The first session of the Petroleum Section convened in the Wardman-Park Hotel with Genera! Chairman R. E. Donovan, Standard Oil Company of California, S*n Francisco, presiding. Mr. Donovan briefly reviewed the activities of the Section 327 328 Twenty-first Congress--National Safety Council during the past year. He praised the loyalty of the members in retaining their memberships during these trying times, membership it) the Section having declined but 8 per cent. The chairman urged fuller and more active cooperation with the Council's Poster Committee in ordtp- to secure a better range of poster material, and also suggested that the Petroleum Section members furnish to tlie National Safety News occasional articles showing the outstanding features of progress in accident prevention in the industry. He then introduced the first speaker. Our Statistics and What They Show By J. W. MYERS Standard Oil Company of Haw Jersey, New York City Mr. Myers emphasized the progress made by the petroleum industry as com pared with the average for all industry and pointed out the departments which are experiencing the highest accident frequency and severity rates and on which efforts in accident prevention should be concentrated. He commended the Section on a gain in lire number of companies reporting and the very slight decrease in the number of Hour* reported. The following table show's the decline of accidents in the petroleum industry since 1927, as compared with all industry: 1927 1931 Per cent reduction Frequency Petroleum 31.15 14.14 54.fi! All 25.95 15.12 41.73 Severity Petroleum All 2.(55 1.88 2.06 1.72 2226 STT" The petroleum industry accidents are now 6 per cent less frequent dun live aver age for all industry, but 20 per cent more severe. Had die 1927 frequency applied to .the 89 companies reporting in 1931. 17J05 disabling injuries would have been reported Instead of 8.040. In these companies 10.000 disabling injuries were pre vented in 1931 which represents a saving of S3J0OQ..GQQ. in direct costs. The following tables show* the departments m which greater efforts should be made to prevent accidents: Progress m Accident Prevention by Departments Department Frequency 1930 1931 Sales 10.41 8,74 Natural Gasoline 25,76 10.09 Manufacturing 14.06 11.51 Pipe Line Marine 213) 1835 Producnig . 31.79 25.97 Severity 1930 1931 .99 .69 3.40 2.94 2.93 2.14 2J8 33)1 2.23 4.66 3.47 4.02 Producing. Pipe J-*nc. and Marine Departments Had the highest frequency rates and showed an increase in severity. These three departments reported only 30 per cent of the hours of exposure but contributed 52 per cent of the disabling- injuries, and 54 per cent of the severity days. Therefore, in these departments lie the npportuuity 'to better the accident situation. A. S. Rcgulsu Industrial Relations Counselor, at this point introduced a resolution calling attention to the consistent reductions in the frequency and severity of accidents in the petroleum industry, as shown by 39 companies above the average and 50 companies below the average injury rate for the industry, and saying further: Peiroieum Section 329 "Be it resolved, that the Petroleum Section of the National Safety Council in annual convention assembled, respectfully call these facts to the attention of the individual companies and urge upon their officers and executive3 the need for greater effort and particularly the importance of direct executive interest, action and influence in the accomplishment of the industry's objective nod be it further resolved that the Section offers its assistance and service to member companies in bringing about the desired result"1 . This resolution was passed by the delegates and the secretary was instructed to see that the president of each company with less than sti average frequency record receive a copy of the resolution. Safe Operation of Natural Gasoline Plants By CAKL H. MARTIN Safety Director, Phillip* Petroleum Company and subsidiary companies, Bartlesville, Okla. The speaker said in part: Tt lias been the experience of our companies that most accidents around natural gasoline plants ami elsewhere could have been avoided had the operators in charge of the plant at the time of the accident been better trained in their duties or better schooled in the general operation of the plant as a whole. In recent years the Industry has undergone an almost continuous process of revision ami simplification, all of which has considerably increased the safety factor to plant operation and dovetailed into onr theory of educating the operator, for the fewer complications we have tltc easier the problem of education becomes. (The speaker then outlined in detail many features of general plant construc tion, discussed fire prevention and control, and outlined the measures in combating hydrogen sulphide and corrosion in operation of natural gasoline plants lie then took up t!e subject of educating and training the plant personnel to prevent accidents.) All that we do, however, said Mr. Myers, to perfect the physical and mechanical refinements designed to improve operating conditions, contributes but tittle toward solving the problems of operating natural gasoline plants safely if we overlook the education of the plant personnel. It is never wise to put a new man to work as an operator. We *mwt first learn something about him and give him some oppor tunity to learn something about the plant hook-up. Even in transferring experi enced operators from one plant to another, it is a good plan to give them other duties for a while in order for them to familiarize themselves with the plant hook-up. The very first thing every operator and every plant employee should be taught is an appreciation of the explosive and flammable mixtures of gas or gasoline vapors with air. Other things that he should be taught immediately arc the flow of gas, oil, water and steam through the plant from the intake scrubbers to the residue lines or the finished product, and that under no circumstance should lie experiment with the opening or closing of any valve in the yard without having definite knowl edge as to what will happen either way on the line. Operators whose duly it is to- start engines should be well instructed in the fundamental precautions essential to safe practice. * Periodic inspection of the plant and questioning of the operators provide a posi tive check on whether or not the operators are putting into actual practice all that 1$ learned in the combined operating and safety meeting. Such examinations and" inspections should be conducted frequently enough to maintain proper standards at all times and to make certain that the principles of safe practice are mechanical! operations in the daily routine. There are many angles to this problem of employee job training. For the rest 330 Twenty-first Congress--National Safety Council of the week we could discuss details of keeping machinery is repair, valve* prop erly packed, etc., which comes in the regular routine of plant operations, hut to no avail if we overlook the psychological side of the question. Any special training given the individual employee must be specifically adapted to the particular plant m which he operates. The principal point to be remembered is that we axe dealing with the problem of motivation, which is the only really important one in human life. Education which lias been gained through the practical experience of trial and error in the school of hard knocks is m many ways more thorough and more valuable to the layman than that which has been taught him m school. It stays put, and he is sure of himself because he has a concrete example which has given the impression force and permanence. On the other hand, such education is some times of Kttk value to Ids progress without the additional education which would come to him through schooling. Education gained through practical experience may even be the very reason for additional schooling becoming necessary and vice versa. When it is found that a man has been hired for a specific line of work because of his experience at the same line of work in another Industry, but is not familiar with the hazards and peculiarities of the petroleum industry* immediate educa tional work becomes necessary. Responsibility for tills training falls directly upon the immediate foreman or supervisor. It Is he who Is responsible in case some thing liappcns, therefore. It is he wlio should see personally Utat the new em ployee Is trained or educated to the tilings he must know before be can safely handle the same kind of work he has been doing under the new conditions or in tlvc new surroundings. Personal injury is not the only injury that must be faced burly and squarely. The continued prosperity, happiness and welfare of the employees is hugely or en tirely dependent on die economic operation ami stability of the comjiany as a whole. Due to the humanitarian aspect of the thing, attention has ItercioSote been centered on die prevention of the personal injury accident. At tills time it is of particular importance that we turn oar efforts more toward the prevention of accidents In which there is no personal injury, for from a strictly financial angle these are much the greater burden. No corporation, large or small, will operate for long a de partment or division that is constantly losing money. Solving the Traffic Problem dSw'** * t- By C. L. HIGHTOWER Safety Director, Texts Pacific Coal ft Oil Company, Thurbcr. Texas The speaker said in part: The question naturally arises: what is industry's interest and responsibility in this traffic problem? A review of the 1931 fatality reports reveal* that death from traffic accidents ranked second under the classification of causes. Even though commercial vehicle accidents are on the decline, this would indicate that they are yet too frequent within the petroleum industry and suggest that we should get our own House fel order. i> The very life of the petroleum industry is dependent upon the automobile, and its future growth will he largely determined by the progressive develop tent of this market outlet. The present high automobile fatality rate seriously threaten* to dis courage automobile travel and may serve to influence legislation unfavorable to the Beet owner as well as the individual car owner. Our industry then has a very direct and selfish Interest in the traffic problem. The question of public goodwill, which Industry has come to recognize as basically essential to its existence, also enters into the question of our interest and responsibility in motor vehicle accidents. Petroleum Section 331 Whether we consider It from the standpoint of the individual company or the industry os a whole, we are forced to recognize that our drivers must be courteous, considerate and well trained in the fundamentals of driving if we are to promote public confidence and goodwill. Wc must set the example of correct driving and safety for the motoring public. The engineering feature, so far as the vehicle is concerned, has been pretty well taken care of. Highways arc. being redesigned, although there is yet much to be done In the engineering field. The subject of enforcement of taws is a big otic and must have out thorough study and support. That a drivers' license law is not only desirable but an absolute need cannot be questioned. It is the only means of removing from our highways the partially blind, the mentally incompetent, the Intoxicated driver, and the accident repeater. Our responsibility, mine and yours, is to help overcome the prejudice against such a law in those states where it is not now in effect. Every opportunity should be taken to explain the advantages of such a law to our own employees, as well as to civic clubs and other influential groups. In so far as the prevention of automobile accidents within our own industry is cooccrncd an approach to the solution of the problem Is not so difficult. We know that wc have greatly reduced our accident frequency on the lease and in the plant by "specifically instructing the men m correct working practices. In my own com pany we have succeeded in reducing our per capita loss to about one-fifth of what it was five years ago by a definite training program. Sttmlar reductions Have been accomplished by practically every other petroleum company in the United Slate*. The automobile and truck driver can be reached in the same way. "Safe Driving of Automobile*", "a manual prepared and released by the Accident Prevention De partment of the American Petroleum Institute, is an example of the kind of instructien that should be given every driver. Many companies have distributed this manual to their employees while others have prepared one of thetr own based on Information similar to it. In 192b we distributed to our drivers a pamphlet entitled "Hints to Automobile Drivers" and have since followed this up with other manuals. We also bold periodic meetings and discuss these manuals and general traffic problems with all drivers. The Texas Pacific Coal and Oil Company operates a fleet of approxi mately 250 car* and trucks and its motor equipment las not been Involved in a fatal or serious (terscnal injury accident in four years. Fleet contests and plans of bonus payments to the individual driver for a year without an accident have been effectively employed by some companies. Our company has a plan of posting accident records at plant or field headquarters, displaying gold, blue or red stars to indicate a perfect record for the class of automobile accidents occurring in the several districts. There is no monetary award and the spirit of competition between departments is depended upon to main tain interest. Whatever method is used to create and maintain interest we must not overlook the fact that good records are not accomplished by spectacular leaps and bounds nor by emotional enthusiasm, but by analyzing the hazards, coiglitlons and methods and by intelligent application of corrections. Reaching the driver of the individually owned car and properly instructing him in correct driving offers a much more serious problem than the training of drivers within our own companies. ' Dallas, Texas, is one city, however, that has made a forward step in this problem. The Citizens Traffic Committee of this city, the personnel of which is largely made up of safety engineers of petroleum and utility companies, working in cooperation with the Police Traffic Bureau, developed a pamphlet entitled "Correct Driving in Dallas." This pamphlet goes further than Ac mere listing of traffic regulations and penalties for violations. It outline* in an interesting and understandable way correct driving practices not covered in the traffic ordinances and stresses the motorist's obligation for courtesy and consid eration on the street and highway. The pamphlet gives numerous illustrations on 332 Twenty-first Congress--National Safety Council Ihc relative straightaway. of cars pacing at intersections. on curves, or on the street "Correct Driving in Dallas** has been distributed to some 60,000 motorists, and allhough the pamphlet was not released until the early part of this year, there Is already a noticeable improvement in driving conditions. Here is a correct ex ample of results obtained in reaching the private car owner with instructive in formation on correct driving. The work of this committee in Dallas points the way for the rest of us. WEDNESDAY MORNING SESSION October 5, 1932 A brief round table discussion was had on the tendency of municipalities to enact ordinances governing the handling and storage of petrohrom products. It was the opinion of the group that the oil company safety engineers should actively assist witli this work. Chairman Donovan then introduced the first speaker. Psychology and Accidents--Mental Ease During ' ' ' ^ Depressions By B. K. AI.DKN Assistant Safety Supervisor. Vacuum Oil Company, New York City The speaker *akl in part; There will be no argument when I say that psy chology lias been one of the main factors in accident prevention campaigns during the pat few* years. Wc can cla* psychological accidents under many causes. Perhaps when wc say a man is caretess, wc mean that he is hard of hearing, or is suffering from defective vision. Put that man In the danger zone of fast moving machinery, and perhaps because of his condition lie will not see or hear a certain "tclhatc1'* which might have prevented the accident. Pre-crnployment physical ex amination and proper periodic fellow-up examinations would have kept such a man from sufferan accident. Physical examining to my mind, is one of the basic psychological activities in an accident prevention campaign. Wc can at least keep tire physically handicapped man out of danger. I believe that within but a short period, employers will go Ur beyond a mere physical examination in hiring workers. At the present time the chief interest of the medical examiner is primarily in the physical writ bring of the employee--eye sight. hearing, teeth, 1reart, lungs, etc. However, more and more we are begin ning to measure mental reactions. We want to know how an individual can be expected to react under certain sets of condition*. How fast does be think? What is his power of decision and lodgment? In a few years when die safety engineer has such an index of the employees in tire plant, then just so much more successful is safety work going to be. . I believe that during tire present depression more intensive and intelligent safety work lias been done titan even in our so-called prosperity days. It isn't so hard to pay 4>cnaUy insurance charges, or if you are a self-insurer to absorb high accident costs, when the balance sheet is continually on the profit side. Safety work has been expanded in the hist few years because workmen's compensation premiums, primarily because of decreased payroll*, are being loaded with substantial increases up to 30 per cent. Medical charges have been increased and hospitals have raised their fees. It is totercstNift to note that the plant with a few* accidents is to be given greater premium credits. Therefore, the employer with a tow frequency rate today is saving many more dollars tlum he did a few years ago. Petroleum Section 333 Psychology today in accident prevention work is receiving wide*i>read study. A few years ago. if a psychologist came into your office and tokl you that by turning your plant into a laboratory to study your workmen he could reduce your acci dents. you prol^ably would have said "here is another loose nut. capitalizing safety for a living.** But gradually, with a study of the mental reactions of workers, em ployees began to be more than mere check naenbers to the management. Wise managers began to teach foremen how to handle their men. There is a proper wav to criticize and discipline employees and U was soon demonstrated llwt employees ItamDed in* trilrgedly and wisely became interested not only in their jobs, but in the company, generally, as well. Resentment gave way to cooperation, giving (qftber proof that an enthusiastic and happy employee is by far a better workman. Today workers arc interested in something more than just a job. They have become jealous of the safety record of their deparhicnts and of the plant and (hey are actively on the lookout for unsafe condltiUons no matter where they may be found. Since >*e are agreed that psychology has a very definite part in any safety pro gram. let us move on to mental ease during depreanions. Where is this mental ease to be found? Ordinarily H is not to be found in any group of employees who, m times of depression, see group after group of their fellows discharged for want of *wock ta the shop. Evert the older employee*. who are usually the last to go, realize that when the younger men are discharged it will.be their turn next. But l believe that when employer*, rather than lay off group* of men. began spreading the available work over live entire force, shortening the working hours and even the weridy work period, a considerable mental ease was effected. The most priceless heritage a man has, perhaps, other than his name, is his job, and when he can feel that that is secure, even thongh the income Is curtailed, you have at least removed some of the greatest psychological causes of accidents--worry, anxiety, and fear. Report of th Nominating Committee Tlie report of the Nominating Committee was made by C. W. Smith, chairman, and officers for the Section during Use ensuing year were elected as follows: General Chairman--C. L. Hightower, Texas Pacific Coal and Oil Company, Thur- ber. Texas. Vice-Chairman--E, R. Aklen, Vacuum Oil Company. Inc, New York. N. Y. Chairman Atlantic Division--1L W. Black, Standard Oil Company (K J.j, Eliza beth. New Jersey. Chairman. Great Lakes Division--}* C. Berod. Sinclair Refining Company, East Chicago. Indiana. Chairman. Mid-contincnt Dhusbn--J* C. Young-, Tide Water Companies, Tulsa, Oklahoma. Chairman, Gulf Division--H. C. Renz. Atlantic Oil Producing Co.. Dallas, Texas. Chairman, Reeky Mountain Division--X. N. Shaw, The Midwest Refining Com pany, Casper, "Wyoming. Chairman. Pacific Division--JL. F. Knox, General Petroleum Corporation, Los Angeles, California. Enpittcrrmff Committee Chairman--G. O. Lockwood, lire Empire Companies, Bartlesville, Oklahoma. Health Committee Chairman--Dr. C. M. Aves, Humble Oil & Refining Co., Hous ton. Texas. Poster Committee Chairman--C, B. Swanuer, Magnolia Petroleum Corp., Dallas, Texas. Program Committee Chairman--J. L, Risinger. Magnolia Petroleum Co. Dallas, Texas. Publicity Committee Chairmen--B. V. Osborn, Standard Oil Ox (Ind.). Casper, Wyoming. 334 Twenty-firs! Congress--National Safety Council Statistics Committee Chairman--Jo W. Myers. Standard Oil Co. fN. J.). New York. N. Y. News-Letter Editor--A. W. Breehuid, Lor Stax Gas Co., Dallas, Texas. Secretary--H. N. Blakestee, American Petroleum Institute. Dallas, Texas. Mr. Donovan then presented the new General Chairman. C L. Hightower, who took charge of the meeting. Chairman Hightower introduced the next speaker. Notes on Safe Operation of Pressure Stills * By WALTER B. MURPHY Director of Plant Personnel and Employment, The Atlantic Refining Co., Philadelphia The speaker said in part: Large scale production, with its attendant large mimber of workers, causes a dividing of the work among specialists in the production of various ports of the final product. The minute division of labor among many workers functions in a large refinery such as ours to introduce specialists in safety work just as it does in regard to actual production of any commodity. Committees, in my opinion, act as clearing houses for major disputed problems, act in a steering capacity or advisory capacity and are very often clothed with the power of final decision as regards what final action shall be taken on a disputed point tint would not be entrusted to any one individual. We have. then, in our orgamailion tl*e following committees directly involved in the safely problems of our pressure stall or crocking division: (1) pressure still committee, (2) fire committee. (3) general safely committee (with a sub-safety committee for the operating department group). (4) safety engineering committee, (5) mechanical department safety cormnfticc. and (6) various sub-committees. Onr company has had for several years a chief inspector of pressure still equip ment who is entirely independent of the operating people and also independent of the master mechanic and of the zone engineers having to do with maintenance of pressure still equipment. He reports to the superintendent of construction of the company directly and also reports to and is a member of the pressure still com mittee where he has direct contact with all others on that committee. The chief inspector's word ts accepted as final in determining when tubes, headers, valves and other equipment shall be removed from service, his decision being accepted absolutely by the management. It is the duty of the inspector of the company to notify all plants and departments when various parts are doe for inspection, particularly those parts which are not inspected every time Ute stills are down. He keeps complete records as to the time of all such inspections. In addition to regular pressure still equipment, this inspec tor has under his charge in the Philadelphia refinery alone some 260 other pressure vessels. Being directly connected with the personnel and employment work as well os safety, I acn quite aware of the necessity of pressure still operators being of a much better type than the men whom we used to use for the operation of the old fashioned horizontal stills Onr employment interviewers are sometimes surprised at the particular demands of supervisors of our pressure stills. They demand men of considerable education, whereas in years gone by ottr operators m many cases could neither read nor write. This work also requires men of considerable self control who will not become excited or flustered at unusual occurrences bat who will act calmly and quickly. Appearance, neatness and cleanliness of clothing are insisted upon. Safe pressure still operation requires this operation to be carried on with a mili tary* obedience to orders and as complete attention to duty while on duty as that of a sentinel in war times. Any carelessness whatsoever cannot be tolerated in Petroleum Section 335 operation. The opening of wrong valves, even if no great nwmelary damage is done, is usually the signal for discharge or nearly as severe punishment because it is an indication of weakness of mind which sometime later may prove disastrous. In our plants a matt is not allowed through the gate if he shows any sign of intoxication. Bringing liquor into the plant causes a man to be discharged with practically no recourse. We have had in our four refineries, 39 cracking still accidents in the last six years. From our experience, the type of accidents due to fires, flashes, and explo sions is the type to be most guarded against. I would say upoa review of these accidents that only 7 of them were due tn normal operating failures, of which 2 were fatal; one due to starting up; six due to cleaning; seven due to repairing; all caused by the fact that stills ran at high temperatures and pressures. The remaining 19 were due to atmospheric pressure operations and might just as easily have happened on straight distillation. Seventeen were due to oil hums: 5 gas cases; 8 steam and hot water burns; 6 mechanical, falls, blows, cuts; 3 heat ex haustion. * THURSDAY MORNING SESSION October 6, 1932 Keeping in Step with Progress in Safety By FRED G. BEUCKLACHKR The Ohio OB Company, Findlay, Ohio The speaker said in part: Wc are living in what dome people term the age of speed Our whole lives seem to be based on the principle of pushing ahead, of beating the other fellow to it. This age Has brought with it many Inventions, many innovation*. Our own industry is an outstanding example of .the progress that has been made. These new developments in our industry, however, have had a tendency to bring along with them additional accident hazards. Modern refinery methods require the use of high pressures and high temperatures. New ways of being injured in the petroleum industry seera to Invent themselves daily. They challenge tire mlmls of even the most resourceful safety men and designers of safety appliances. Perhaps no service rendered by the National Safely Council reflects the whole hearted cooi>eration of *U members more than the Safe Practices Pamphlets. These pamphlets are made possible by the contributions of small groups of men and by individuals in industry who freely give of their time and experience so that others may benefit. There are two types of these pamphlets, those which cover problem* common to practically all industries which are grouped under a general series, and those covering information on specific industries. Almost a hundred of time pam phlets have been published in the general series and our petroleum section has con tributed several in the special series. These latter include: Safe Practices in Pulling Wells, Safety in Gasoline Service Station Operation. Safe Practices hi Load ing Tank Cars (Gasoline), Safe Practices in Handling and Laying Pipe, Safe Sales Truck Driving. Safe Practices in Cleaning Petroleum Stills, Safety for the Oil Field Pumper, and Handling, Cleaning and Filling Drums and Barrels. Another outstanding service rendered by the Council is the sectional safety contests, which we itave found an excellent means of stimulating interest in safety among the employees. Then there arc the sectional news-letters and many other general and specific services. No doubt, all the companies represented here by you gentlemen arc affiliated with 336 Ttccnty-first Congress--National Safety Coitncii the American Petroleum Institute. This institute, through its work in standardizing drilling and producing equipment, has been an important factor in safety progress in the petroleum industry. The codes of recommended field practices covering the principal materials used in the drilling and production of petroleum, have had wide circulation not only in this country but throughout the world. Many excellent man* uals have been published by the committee on accident prevention in refineries, m production and in marketing, and are available to members of the Institute- The aeddeut prevention bulletins that are sent out periodically by the institute's depart ment of accident prevention are an excellent means of obtaining up-to-the-minute information on progress in safety. . The United States Bureau of Mines has been and is deeply interested in the 1problems of safety and health in the petroleum industry. The research they have conducted and the first-aid training they have given our employees have been of considerable value in reducing the accident frequency ad severity in all branches of our industry. Surveys conducted and recommendations made by such organizations as the Indus* trial Relations Counselors, Incorporated, have been of inestimable value to safety progress. Practically all of the petroleum trade publications carry timely articles on recent developments in safely. Our work as safety men has been likened unto a war or a battle against accident Itazarris. However, many of us are inclined to dig in behind our desks and await the attack of the enemy. \Yc arc disposed to remain in t!>e trenches and depend uton machine guards and safety devices to win our battles for us. The secret of a successful military campaign is m attack, it lies in taking the offensive. Searching and prolmig out the possible causes of future accidents before they happen and striving against their first occurrence is much better than guarding against their recurrence after some ooc has been Injured. Here in Washington the Government luas a war college in which future general staff officers of our Army arc trained in the art of warfare. They study carefully the tactics used successfully in battles fought in days gone by. We. too. have a "war college" to help us in our war against accidents. Our war college is the Annual Safety Congress where we may gather for a time and exchange experiences- Here wc learn of the successful tactics employed by others In wiping out accident Itazards. We may also learn of those tactics which have not been successful and profit thereby. Here safety is discussed in alt Us phases, industrial, public and home, In listening to the great variety i talks and papers and the exchange of Ideas which follows, wc cannot help but receive inspiration and acquire knowledge. Our interest in the task before us is quickened and stimulated. . Effects of Competition on Morale of Employees . By G. S. EOETSMA Manager. Newark Branch. Standard Oil Company of New Jercey, Newark, N. J. The >cakcr said in part: In the marketing territory which comprises the Mate of Kcw Jersey, we are divided into ten districts, each one under a district manager. Within the districts arc smaller groups and particularly hi the retail departntent the business finally gets down to a single service station as a unit. These service stations m groups of eight or ten arc under the supervision of individual supervisors. The competition in regard to safety work in oar organization starts tn the smallest unit--service station against service station, tlteu supervisors* group against another supervisors' group, and finally district against district; the result is a keen and lively interest in safety, which our experience has sIk>w is translated into a lower accident rate both as regards mnaber and severity. It is all very well to discuss the value of competition as affecting the morale of Pcl>o/eum Section 337 our employees, in particular, in regard to safety, but I believe it is equally unportnnt to determine how, effectively, to begin this process of safety-ttiindctlness and ihc elements of competition. There can be no question that the responsible executive must himself be thorottghly sold on and recognize the value of safety efforts. The supervisory forces are ever profoundly influenced by the attitude cf the executive management. If you are having difficulty in selling safety mindedness to your supervisory force, look to yourself and make an honest analysis of yoor own attitude; find out if you have given your supervisors proper support, judge if your actions and attitude Itavc built up am atmosphere of sincerity regarding your interest in safety. Arc you demanding safe operation as you demand production, quality, operating economy and those other features which are part of successful manufacturing and marketing? As well expect salesmen who have no confidence hi year products, who are not themselves sold, to make a success of selling your line. You know it cannot be done. On the contrary, what an irresistible power is represented by a sales force thoroughly sold cm the superior qualities of your products and the advantages of year own peculiar sales proposition 1 Evidence of the value of competition in safety work is found in an experience we* recently had in New jersey. The rivalry between districts for first place in a safety coolest was very keen. In the district wfiich was in the lead the driver of one of our motor vehicles was involved in a rather inconsequential accident, narrow: the chance of Lhat particular district foe first place. Toward tire end of Ihc day in question his fellow workers set upon the man who had been in the accs* dent and were with difficulty persuaded not to mete out physical pumstuuent to him for his alleged carelessness. Competition in this case operated as a self energizer. Unless the value of safely is properly presented to a group of employees, unless It is sold on the basis of its own merit, there is no use talking about competition; because men will not compete over that In which they have no interest and which does not stir them. Tills brings to the fore the thought that a continuous educatioaul program toward safety-mindedness among employees is necessary. In our case wc have in general a two-fold approach from the humanitarian and economic angles. Our first point of attack is to convince the employee that safety is not something to merely benefit the employer, but Is it* his own interest m equal proportion at least. Now, what means shall wc employ? Every possible means. No one alone will suffice. How shall we go about it? In every possible way. No one alone will answer. One safety expert says "speeches"; another says "balletins1*: another says "safety committees"; others pan their faith on meetings, dinners, group competition, praise or blame; rewards or penalties; entertainments, motion pictures. None alone wifi do the job. Use them all or such as fit your case, but above all, keep ever lastingly at it and galvanize It, glorify it, dramatize it; give safety the sacred breath of life through competition. Safety Organizations in the Marketing Department of .an Oil Company By C. W. SMITH Safety Director, Standard Oil Co. (Indiana), Chicago The speaker said in part: What success we have had m prevention of accident* is. I am convinced, due to our organization, certainly not to any individual or any group of persona. Let me describe to you how our Marketing Department is divided for business purposes. I do not mean only lor safety work; i mean for all business purposes. The thirteen states in which we operate are divided into thirty-one sales tern- 338 Twenty-first Congress---National Safety Council tones. Michigan, for example, has three sales fields, one covering the western half of the lower peninsula, one covering the northeastern part of the state and another covering the southeastern section. Each of these has a general field- office and each field a sales field manager. In each sales field there is a man wltose title is "safety supervisor" who Is directly responsible to the sales manager of that field, just as are all employees in that territory. He is also responsible to the director of safety of the company, although that relationship comes through the authority of the man ager of the field. In our company the director of safety, who is responsible to the Board of Directors for atl accident prevention work, is in the matter of safety work in the sales depart ment directly responsible to those executives who have supervision of sales. Through the field managers he directs the work of the field safety supervisors, whose duties include tire following: (1) inspection of equipment, including fire fighting equip ment; (2) investigation of unsafe conditions, unsafe practices or accidents and ncaraccidonts and recommendations to the manager for improvements needed in methods of prevention of injury to persons and damage to property: (3) being on the alert for safety suggestions from all sources so that be may submit those of merit to the manager and the director of safety for approval and adoption; (4) promotion of safety education m his field; (5) furnishing statistical information pertaining to acci dents upon the request of the manager or the director of safety. Pcrimps Use most important duty of all these is the fourth I mentioned, "Promo tion of Safety Education m his Field." I cannot emi>ha*Ize too strongly the fact that in the Sales Department, due to the remoteness of tlie individual from central control, the education of that individual in safe ;rrocedure Is pcrhaji* the most vitally important of all accident prevention measures. Too much time is spent, perhaps, by safety men in disseminating safety propaganda to be read, because only a small part of such material is read intelligently. I do fed. however, that In the Marketing Department we have more need for safety literature than we have in the Manufac turing Department. Because the individual in the Safes Department is so remote from supervision, sometimes it is the only way and the fastest way we could get a safety message to him. As in all other oil companies, the Standard CHI Company find.), holds numerous meetings throughout the year for salesmen, agents and service station employees. Sometime ago our company adopted the policy that at every such meeting some Information and instruction on the subject of safety should be given to the employees. Accident prevention work therefore, has a definite plate on the progrants of all such meetings in the Sales Department, a practice which makes It possible to trans mit important messages of safety to the employees frequently. In his educational work the safety supervisor m the field spend* most of his time making the traveling supervisor "safety-minded," The territorial salesmen m our orgamzalton is a supervisor. Each field h divided into several territories, over each of which is a salesman who operates out of the field office. This salesman visits the Service stations In his territory, both in country towns and in cities, and the agents in those communities as'well. If your salesman is lltoroughly convinced that your company means business m its accident prevention work. He is In a position to check up on his agents and service station salesmen and thereby finally put the rqcjwI of safety directly across to such emjdoyees. I believe that the success of any safety organization in a marketing department depends to a large extent on how* well we have educated our supervisors and salesmen to the safety policies of our company and how well they distribute their knowledge. In each sates field we have a safety committee, which consists of the safety super visor and at least three other supervisors. We have never found it advantageous or practical to formulate a workman's safety committee in a sales field. However, In some of our larger bulk plants we lave been able to form safety committees, each of which concerns itself only with the operations of its particular plant. Petroleum Section 339 Meetings of these safety committees are attended by managers of the sales fields. The members investigate causes of accidents and near-accidents upon the request of the safety supervisor, for the sake of giving the supervisors practical education in accident prevention. They advise the safety supervisor on the techni cality of certain suggestions, help in outlining of educational methods and direct education campaigns, I know that some of you arc wondering about the cost of operating so extensive a safety organization in the Marketing Department. It has paid for Itself many times over. And so, rather than bring a costly project, which in itself would justify any expenditure because of its humanitarian nature, it is a money saver at the same time that it is a life saver. THURSDAY LUNCHEON SESSION October 6, 1932 At this luncheon session plaques and certificates were presented to wraising com panies in the Petroleum Section Safety Contest for 1932, sponsored by the National Safety Council. H. N. Blakeslee, American Petroleum Institute. Dallas, Texas, first presented the following data on the 1932 contest: "We are attending this luncheon today to End out who is who in the 1932 Petro leum Section Safety Contest. The accident frequency for the 146,943 workers repre senting 134 departmental entries in the contest is 9.41 disabling injuries for each 1.000,000 hours worked. This accident frequency rate shows a reduction of 24H per cent from the accident frequency rate of 1931, and a reduction of 65 per cent in the five year period since 192k "It was about 1928 wlten the petroleum Industry progressed from the stage of mechanical safeguarding and emotional safety into the science of accident prevention. That is, the science of learning the correct way and means of doing the work, thereby eliminating many of the mistakes and practices which have caused injuries. The Petroleum Section contests have been a great factor in stimulating the interest and efforts which has more than halved the disabling injuries of the industry." The various trophies were then presented to the winners in the coolest by C. E. Pettiboew, Past President of the National Safety Council. He praised the work of the petroleum industry in the progress it has made in accident prevention and espe cially commended the American Petroleum Institute for its vision and plan for handling accident prevention. The awards were then made, plaques to the winners of first place, and certificates to other winners in the contest. The first place trophies were as follows: In the Manufacturing Department, Group A, to the Standard Oil Co. of Louisiana, Baton Rouge, La. In the same' department. Group B, to the Mid-Continent Petro leum Corp., Tulsa, Oxla. In the Marketing Department, Group A, to the Standard Oil Co. (Indiana), Chi cago, TH. In the same department, Group B, to tiic Texas Pacific Coal and Oil Co., Timber, Texas. * la the Producing Department, Group A, to The Ohio Oil Company, Findlay, Ohio. In the same department. Group B, to tiic Ho|>e Construction and Refining Company, Pittsburgh, Pennsylvania. In the Natural Gasoline Department, Group A, to the Empire Oil and Refining Company, Bartlesville, Oklahoma. In the same department. Group B, the Midwest Refining Company, Casper, Wyoming. In the Pipe Line Department, Group A, to die Oklahoma Pipe Line Company, Muskogee, Oklahoma, In the same department. Group B, to the Ajax Pipe Line Company, Springfield, Missouri. In the Marine Department, to the Associated Oil Company, San Francisco, California. 340 Txvcuty*first Congress--National Safety Council THURSDAY AFTERNOON SESSION October 6, 1932 Teaching of Safety at Colleges or Universities By G. M. KINTZ Associate Mining Engineer, U. S. Bureau of Minas, Denver, Colorado The sjwaktT kaid in part: Our major jHobJcm was to And time for the course in the schedule ot studies. The course has been developed so that the time spent by t>w studems t* cqtuvalent to that required in a course Riven for a two-hour period nrk week *A the school year. The ioUovmg plan has been adopted: Fxrt. empfe**** should be placed, charm# all lectures and discussions, upon the n Mnumr mqartsncr erf safety h industry. thr owsrsc should consist of six general safety lectures. of two hours cadi hr attended hy all undents; six petroleum safety lectures of two hours each to be *f-t*drd Ik petn lrw) indents; five evening lectures and practice periods of at Wart thrw huor* rack m Bureau of Mines Course of First Aid to the Injured, to be attend**! W all tandem*, with not to exceed thirty-five members in a class: five tnomne %* aftrmuun classes of four hour* each in the study and use of mine rescue apparatus and accessories, and in the principles of mine rescue and mine fire fiphting to he attended by the (Tuning students. . Third, tyt'cwrmct! notes accompanied by pencil notes taken in class should be handed in cw all safety lectures by all students taking the course. Also It was de cided to require one article on safety to be read and briefly abstracted with each lecture; several publications of the Bureau of Mines and of the National Safety Council* periodicals and the safety rules of various companies* were made available for this purpose. Fourth* lectures by the Bureau of Mines engineers should be supplemented with talks by safety engineers from various industries. Through the course moving pictures of drilling operations, shooting of wells, oil fires, etc. are shown. The power of observation is not sufficiently stressed in safety work: to develop this power ami to teach the student to observe conditions the motion pictures were supplemented by some two hundred kodak pictures taken of various oil field operations; each student Is required to submit in writing a state ment of the safe and unsafe conditions observed by him in both the motion and the kodak pictures. This course has been given for only three years and so far as can be ascertained the safety records of the students who have completed the work have been very gratifying, although those conducting the course feel.that additional time might well f>e used. Professors who review the report*, written by students on their trips through industrial plants and operations, say tliat each year more interest is mani fested In safe and unsafe conditions. __ - rw , pr- *" \^ The Fire and Explosion Hazards in the Pipe Line and Natural Gasoline Industry By ALBERT W. BREELAND ` Supervisor of Safety. Lone Star Gas Company, Dallas, Tax** The speaker said m part: In pipe line work, and especially operation and main tenance, we have fire and explosion hazards which are peculiar to this particular work. Ooe of the hazards pipe fee work ts m the replacement of a joint or sectkm of pipe aad sometime* in ordinary repairs. The line must first be shut off and drained. We ciwx however, depend upon draining to completely remove all Petroleum Section 341 gas or petroleum vapors from tle line, as some of tle heavier vapors can be only removed by steaming and this is not practicable on pipe lines. We must* therefore, treat all lines, even though they have been drained* as containing gas, and not allow smoking or open flames in the vicinity. Before a w elder enters a ditch or bell hole with a lighted torch he should first light his torch away from the line and drop It over the side to test for gas. With most gate valves it is almost impossible to make a shut-off due to the fact that small particles of foreign substances collect under the disc and prevent complete seating, or the disc might be slightly corroded. The problem then is to take care of the small amount of escaping gas. In order to reduce the fire and explosion hazard on high pressure lines when replacing one or more joints, when we are unable to make a positive shut-off a vent was designed to fit over the ends of the open joints to take the gas out of the ditch and away from the workmen. Just as soon as the line is cut ooe of these vents is attached and remain* in place until we are rawly to make tip the Joint. There are also some explosion hazards m gas pipe line work, two of which l should especially like to mention here. When a line has been cut for any reason, the failure to porge the line of air before putting H back into service may result in* a severe explosion. _ In the winter months during the time when extremely low* temperatures prevail, we sometimes have high pressure transmission lines freeze up. In the past, one method of thawing out the line was to locate the fee obstruction, uncover the Hoe and build a fire around it to melt out the fee. Sometimes this works satisfac torily, sometimes it docs not. If the conditions are right, (and if the fire is applied very long, the conditions wilt get right) a severe explosion is likely to occur. All buildings should be constructed of brick, metal, or other fire-proof material. Boilers, fire stills, and all other open flames should be removed as far as practicable from all processing equipment such as compressors, pumps, absorbers, pressure ves sels, and storage tanks. All other equipment should be spaced so as to give easy ami quick exit from the buildings in case of fire. All electrical wiring should be insulated In lead or metal pipes and vapor proof switches used in atl buildings. All electric lamps should be in vapor proof globes and all electric motors should be of tlm en closed,of spark proof type and properly guarded. Roe! regulators and quick action control valves on fuel supply lines should be on omstce of buildings. Mineral seal oil absorbers should be as far removed from "'other equipment as practicable and if the plant is of the high pressure type, the absorbers should be at least 300 feet from the other processing equipment and the high pressure gas line should stop at the absorbers. In- the main line on the inlet, side of the absorbers a remote control check valve should be installed. Adequate fire fighting equipment should be provided at each plant. Ncm-sparking tools are a necessary requisite in preventing fires and explosions in plants where gas in explosive and flammable mixtures is likely to he present. I know that the experience which some of you gentlemen have !tad with non-sparking tools has not been very gratifying. I believe, however, if we will use non-sparking tools only when working in dangerous areas and not expect them to replace steel tools la ordinary machine shop work that they w'ill serve as well. We should use iion-sparking tools only when working on particularly dangerous jobs. Our plants should also be equipped with safe and approved portable electric lanterns. At gasoline loading racks we also have an ever present fire and explosion hazard. Fires and explosions can be set off by railway switch engines, stray currents of electricity from nearby power lines and railway signal systems, static electricity, steel tools, and smoking. Obviously the first precaution is to keep gasoline and vapor leaks to an absolute minimum. All loading rack tracks should be insulated from the main line to the railroad tracks to prevent the possibility of a stray current from the efectrfe signal sy>tetn. The loading rack track should then be grounded and when loading the tank ear* *boold be grounded to prevent the possibility of a static charge accumulating. 342 Twenty-first Congress--National Safety Council Tn my mind the most important factors m preventing fires and explosions is in proper employee education. Workmen should be thoroughly instructed as to all the known fire and explosion hazards and how to reduce and prevent them. Each engi neer and operator should know the location of all gates about the plant, especially the primary ones so that in Use event of a fira no difficulty would be encountered in closing the proper valves. Each man should know the location of each piece of fire fighting equipment, how to use It, and how to recharge it. Workmen should be constantly reminded by conspicuous bulletins and posters and by word of mouth in their weekly or monthly engineers' and operator's meetings, and more often if necessary, of the danger of smoking. Permissible smoking areas should be designated and all employees required to leave matches in this area. A man who refuses to comply with smoking requirements should be dismissed without further notice or warning because he is a menance to the plant, his fellow workmen, and himself. a Wildcatting and Safetv By R. B. ROARER Safety Engineer, Humbte OU ft Refining Company, Houston, Texas The speaker said in part: The wildcat well is often located some distance from any passable roods: the first duty of the civil engineers then is to lay out a passable road to the location. Sometimes it is necessary to build bridges and quite often tltcrc may be a thousand feet or more of corduroy or plank road necessary* If the location is in the timber, it should be cleared off for a distance of 300 feet in all directions from the welt and all logs and brush burned. This is necessary as a fire prevention measure. As there is usually some uncertainty about the depth to which the well will be drilled, the derrick should be of such construction that it will carry the load to die lowest possible depth anticipated. As the gas pressures to be encountered are un known. allowance should be made for the necessary control valves. Pipe racks capable of supporting alt casing to be used should be built. These racks should be large enough so that when the drill stem is broken down it will not be necessary to stack the pipe more titan four tiers high. These racks should be built level with the truck or wagon to be need in hauling and if possible should be on the level with the derrick floor. > ^> The rig should l completely set up mad all chain guards ki place before drilling starts. As soon as the first permanent string of casing has been set the wdl should be equipped with a control valve of the type which will close with the drill pipe, in the hole. This valve may be supplemented by a blow-out preventer made to lock around the drill stem, which may be set down in the bowl of the control valve thereby making a complete seal. The control valve should be equipped with outlet connection, which will enable the well to be circulated with mud without opening the valve or removing the blow-out preventer. Soon after the blow-out preventer devices have been installed each crew should have blow-out drills to familiarize themselves with the working of these appliances. If the control valve is of the type operated by either steam or liquid pressure, the valve* should be operated c*ch time as the bit is pulled out of the hole to be sure it is working correctly. The rams should be cleaned and greased before opening. When running casing it is advisable to study the problem and plan the method of bringing the pipe into the derrick with least possible danger of accident. The method most generally used Is to attach a 1-inch or Ud'inch manita rope or $4 or H inch soft-laid cable 20 feet long to the traveling Mock with a loop in the other end. As a joint of casing is to be raised the loop is to be placed aroond the collar end of the joint and raised with a traveling block while one man with a casing buggy pushes the joint forward. As it is raised he keeps the collar end as near the center of the derrick as possible. Petroleum Section 343 Another factor that contributes to the iuizards of drilling wildcat wells is the running of core barrels which necessitates making many round trips. Usually on wildcat wdl* after a thousand feet has been reached, cores are taken continually. Coring in this manner creates a number of dangers to the workmen besides those normally arising from the increased number of round trips. On a wildcat rig where men usually stay on the job and are at a considerable distance from medical attention, it is universally desirable to employ only men of the finest physical makeup. Not only should the men be locality but tlte living conditions should be as sanitary as possible. On such a wildcat rig in an isolated location, self protection measures are also important. By self protection is meant the study of first-aid. Of course, first-aid is a prerequisite for all employees, but it is most essential for the wildcat. Before going on such a job the employee should be put through a general course of first-aid Instructions. And this knowledge should be kept active by periodical training while out on the job. Such instructions u'ul practice will go a long way to minimize lost-time accidents. Solving the Asphyxiation Problem By J. L. RISINGER Department of Accident ft Fire Prevention, Magno&a Petroleum Company and Magnolia Pipe Line Company, Dallas, Texas The speaker said in part: Since the asphyxiation problem, as covered in this paper, resolves itself down to the presence of and dealing with gases in operations within the industry, a study of these gases present, their sources, explosive, asphyxiat ing. toxic and irritating properties, physiological effects, means of detection, tlrcir dirnmotion and the protection against them are very essential. For convenience wc might stun up the asphyxiation problem in the industry as follows: (1) The accumulation of asphyxiating gases in enclosures, such as storage tanks, pits, pump houses, sewers and other such locations, and tn sufficient concentration to create oxygen deficiency, (a) By asphyxiants, we refer to those gases the principal physiological effect of which is the producing of an oxygen deficiency. Since the solution of the asphyxiation problem, in dealing with these gases Is much more simple than in dealing with irritants and toxic gases, the hazards are less recurrent, and their detection, elimination, and the protection against them are similar to that of the irritant and toxic gases, we will deal principally with the latter two. (2) The present toxic or irritating gases m enclosures or in open spaces in dangerous concentration. (a) By irritants is meant those gases the pyhslologkal cfleet of which on the human body is principally that produced by irritation of the eyes, breathing tracts, and respiratory system in general, (b) By toxic gases we indicate those gases the principal ill effects of which are poisoning or suffocation. The irritants, pentane, hexane, heptane, octane, nonane, and decane are seldom found singly, and may carry a toxicity of hydrogen sulphide'or after an incomplete combustion, carbon monoxide. Present with the toxic gas. hydrogen sulphide, are occasionally found petroleum vapors, and in the burning of hydrogen sulphide gas wc obtain sulphur dioxide. The problem would not be complex If each particular gas could be fsandled alone. This cannot be done, however, as combinations must be anticipated in figuring ranges of explosion, asphyxiation, irritation and toxicity, and elimination and protective measures provided on the combination basis. In some instances the hazardous gases are generated from combinations such as sulphur dioxide from burning sulphur, carbon monoxide from incomplete combustion, and hydrochloric add, and phosgene from decomposition of carbon tetrachchloride when applied to fires. Of the gases classed as toxic, lead tetra ethyl does not present a major problem within the industry since protective regulations are definitely specified. 344 Twenty-first Congress--National Safety Comicil Carbon monoxide is most prevalent In consumption. It is produced when any carbonaceous substance burns without sufficient oxygen. Slow burning with little licat creates more carbon monoxide than quick burning with great heat. This gas exists in artificial gases made from coal or oil or in those from any combustion forces where not enough oxygen is present to permit the carbon to burn completely to carbon dioxide. The average automobile engine exhaust will contain from five to ten per cent of carbon monoxide. "With the choke pulled out there is not only Hanger from carbon monoxide but from fire and explosion from unbumed hydro carbons. Hydrogen sulphide presents a problem of sufficient importance to be considered the leading gas in the solution of the asphyxiation problem in the oil industry. Fortunately, most of the producing fields of the United States arc free from hydrogen sulphide. However, in those fields where this gas comes from the wells with tire oil and gas. die luxard hi the vicinity of these welts and at die storage of this oil or its products is to serious as to cause the petroleum industry much concern. Furthernxwe. the crude from these fields is shipped and refined over a large part of the country' and the gas haxard is present wherever this oil is shipped. A great many companies have the faltocroro idea that the Hydrogen sulphide hazard exists only where crude containing this gas is produced or refined. In the refining of crude free from hydrogen sulphide and containing only small amounts of sulphur compounds, especially m high pressure distillation, hydrogen sulphide will be given off by these vapors and distillates. Samples of vapors from pressure distillate tanks, distilled from so-called sweet crude, never known to have contained hydrogen sul (thick?. Iiavc shown as high as 2.0 per cent Hydrogen sulphide. Hydrogen soTjdxhl'C is also found iu sewer gas, especially in refinery treating plant sewers. The chemical reaction of sodium sulphide or spent caustic soda and sul- jthoric acid, both treating liquors, will generate high concentrations of hydrogen Aulphidr. If these two liquors are not disposed of in separate systems but arc jfcrnuttcd U> mix m the sewers, a dangerous gas condition may be expected. When handtfnjc ]>ctroJnim and petroleum products containing toxic or irritant vajMjrs, such locathms and oj>cratkxu as the following call Sot special attention; (15 In Rss leaks around casing head and other connections, gauging tank*, droning tank*, m cellars, on runways, etc. (2) I*hc causing tanks, cleaning tanks, leaks and break* on lines, leaks in manifold*, leaks ha pump houses, loading tank cars, cleaning and refilling tank car*, in pts around pump houses, etc. <3> Refineries and gasoline plants, ship tanks, crude storage tanks, mmng pans, untreated distiflate tanks, light oil treating plants, repeating hou . pump Itouscs, tank pits, sewers, pipe trendies, cellars, beneath condenser boxes, lx .veen or under processing units or agitator foundations, on separator*, working on operating units, i>uw*i- lines, etc. and other such locations and operations conducive to ac cumulation of these gases. Hydrogen sulphide pas is highly toxic. Breathing of this gas deadens the olfac tory nerves, hence its characteristic rotten odor is not detectable in dangerous concentration*. The commonly accepted theory regarding the physiofogkaJ action isllat it cmisvs a paralysis of the respiratory nerves, as a result of which breathing stops am! the In;need person dies from oxygen starvation. As little as 0.06 per cent to 0,10 per cent will have tills effect. In the lower concentrations, or what is termed the *u!(acute stages, as little as 0.01 per cent has an irritating effect upon the eyes, throat, etc, hi addition to laboratory analysis, hydrogen sulphide gas can be detected by the use of lead acetate paper or with palladium chloride in an all service gas indi cator. or by a portable apparatus for titrating with iodine solution. A test for this gu* by u*e of lead acetate or palladium chloride does not definitely determine die quantity of the gas present, yet these tests have proved very practical. In some Petroleum Section 345 refineries, a written test slip is given to the foreman of the department that is going to do the work, showing whether the enclosure or equipment is safe for men or hot work and recommendations of what safety precautions arc to be observed, also the type of safety equipment to be used, if any. Men breaking into lines, repairing pumps, etc. should obtain from pumper in formation as. to kind of stock equipment handled. Tests should he made where there s the least possibility of tlw gas being present. For maintenance all en closures. such as stills, towers, condenser boxes, under receiving house4, pits, sep arators. sewers, tanks, or any place that there is a possibility of gar being present, should be tested before workmen are allowed to enter. For convenience we might H&t the solution of the problem of asjdiyvUiion from toxic and irritant gases under two general headings; elimination of the hazards an ' protection against them. Of these, the first is, in our opinion, to be preferred where it is at all possible and within a reasonable cost. elimination of these hazardous gases may be accomplished in many wnyy *ucK as. fl) ventilation: this is also an effective means of eliminating asphyxiation from simple asphyxiants, and the prevention of fires and explosions. It can be accom plished by proper construction of buildings, such as pump houses, motor rooms receiving houses, etc., and the proper spacing of processing units atwi tire elimina tion of other inch enclosures where gases might accumulate: and by effective means of mechanical ventilation tor existing enclosures, such as receiving homes, pump houses, cellars, etc. The hazards can be greatly reduced by both means of ventilation, in the cleaning of crude storage tanks, untreated distilfant tanks, etc (2) The operation of equipment so us to eliminate ilw necessity of employee* entering enclosures or otherwise coming into contact with gases: It is too often taken for granted that it is necessary for employees to enter dangerous areas for the performance of certain duties at special times., when as a matter of fact, these duties could be performed when the hazard is not present. Processing equipment is often so spaced that maintenance work can be done safely between units while such units are in operation.. This work should be planned for times when the units are down for cleaning or repairs, <n otherwise not being operated. This is also true of repairs to ptmtps. lines, and other equipment not handling poisonous stocks but located within dangerous areas around units lumdling these stocks. Then it has been found that many samples are taken and weighed mid tanks gauged, re sults of which are not necessary in directing the correct course in processing, Small stock tanks can usually be sufficiently cleaned without entering them, by raking sediment out manhole or through opening provided by # removing a sheet. Ethyl gasoline storage tanks can often be cleaned by steam anil water or utlier methods without going into them. A report of all jnpc line# entering a refiner;* should be checked daily and all tanks into which poison crudes are being pumped immediately marked with a dis tinctive sign attached to a gate on the stairway prohibiting anyone from going on the tank widvout wearing an effective gas mask. The crude diould then be traced to the equipment where it will be run. This processing equipment should l*c marked with warning signs a* a restricted area, and signs placed on ah stairways leading to the top of batteries and to receiving bouses. All run-down tanks and transfer tanks should be marked with the warning signs on the stairs and tire water draw-off valve in tlte same manner as (he crude tanks. The oil should theu be followed chi through the different operations and lines, pumps, tanks, etc marked until no trace of the gas is evident. No one should be permitted to enter the danger zone or work on any equipment tlierein except by special authority of the foreman in charge. f3) Trapping off and otherwise keeping liquids containing these gases en closed: AM run-down Hoes from receiving houses should be trapped; line* leading from weighing pans should have valves below* the pans, ami after oil is poured into 346 Twenty-first Congress--National Safety Council pans it should be washed into the lines and valves dosed. All lock boxes should be sealed tight and samples taken from a connection on the run-in line. Constant vigilance is necessary on the part of everyone who comes into contact with any equipment containing, handling or processing petroleum or petroleum distillates containing "toxic gases and the slightest leak reported immediately. Special pre cautions must be taken in packing glands tight, lock boxes securely closed, (using gaskets to make a gas tight fit) and leakage or spilling of oil should be kept to a minimum. In case of a spill, oil should be washed into sewer and separator man notified. (4) Vacuum control of toxic gases: A vacuum should be maintained on run down lines and lock boxes, and vapors not condensed in cooling axis pulled to absorption plants or to the location where they are to be burned as fuel. This gas and the liquids absorbed, however, should be followed and protection provided. Important among the essentials in protection against asphyxiation are: (1) The providing of equipment to meet specific requirements of protection against each gas. Combinations of these gases can be worked out on the basts of protection against each gas present. . (2) Training cmjiJoYees ki how to use equipment. The me of protective devices that do not protect or the use of them in a manner that they do not completely jwotcct is more hazardous than doing the job without them, since employees, be lieving themselves protected, take fewer precautions against the hazards. It is very essential that supervisors and workmen be thorcitghly trained in the use of equip ment before being permitted to use it. (3) Kegufatsons governing when and where equipment shall be used, nod the training of employees in the observance of these regulations, le addition to the regulations already noted the following should be observed: fa) The hazards from gases should be specifically designated and zones defined. (b) Where due danger is sufficient to require the use of a gas^ mask, two men should he present; one should remain outside the danger arcs with gas mask hi the alert position ready to render aid if necessary* (c) All employees should be taught never to stand on the side of an opening where escaping gas wilt Wow toward them, and never to enter a tank or other enclosed place, where from leaks, breaks, or otherwise this gas has accumulated without protection. fd) Wherever possible, dangerous crudes or distillants should by-pass pump houses where pump men are hi constant attendance. Otherwise the same regula tions would apply as in receiving houses or other enclosures. (e) Close watch should be kept on the entire gas system and any leak, no mat ter bow* small, should be stopped as soon as possible. (f) (his masks: (1) the fresh air hose mask, equipped with life line is recom mended for use in confined spaces. (2) Canister gas masks are recommended for use in atmosphere which contain sufficient oxygen to sustain life, and where the percentage of combined gases does not exceed 2 per cent by volume. (4) Resuscitation: The extensive training in resuscitation by artificial respira tion is no doubt responsible for tlw small number of fatalities in the oil industry during 1931. During 1930, one' of the larger petroleum companies had 5 employees overcome by gas. Daring 1931, this same company had one. and to date in 1932, none. Resuscitation by artificial respiration was 1Q0 per cent successful m the five cases above mentioned. All were revived, not one of then; lost time beyond the shift in which the accident occurred. All employees of the petroleum industry should, therefore, be trained in the Schafer Prone Pressure Method of artificial respiration. ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Power Press Section Officer* 1031-32 General Chairman--W. J. Graves, Michigan Mutual Liability Co., Detroit, Midi. Vice-Chairman--A. L. Kaems, Simmons Company, Kenosha, Wis. Vice-Chairman m Charge of Program--P, G. HUNTER, Motor Wheel Corp., Lamm#, Midi. Secretary and News-Letter Editor--E. J. Smith, Western Electric Co.. Chicago, 111. Ckmrrnm Poster Committee--E. G Stakl, Transuc and Williams Co., Alliance, Ohio. Chairman Membership Committee--J. D Lyle, Fisher Body Company of Cleveland, Cleveland, Ohio. Chairman Publicity Committee--Charles R Bryant, American Can Co., New York, N. Y. Chairman Statistics C&juMjftec--W. Moore. James Manufacturing Co.. Fort Atkin son, Wis. Chairman Engineering Committee--G. &, Tstoiir&ox, Gnau & Comnauv, Detroit, Mkrh. Chairman Health Committee--Dr. Gm>sok K. Nichols, American Can Co., > uicago, III. Chairman Slides and Safety Kinks Committee--J. E. RocKorr, Detroit Steel Products Co,, Detroit, Mich. Members at Large-- Louts Boraks, Liberty Mutual Insurance Co.. Boston, Mass. J. W. Hekxikc, Automatic Electric Co., Chicago, III. T. O. Metsxer, American Can Co., Chicago, 111. Heriert Rom, Gillette Safety Razor Qx, New York. N, Y. S. H. Slaymakzr, Fairbanks, Morse and Co., Beloit, Wis. JoilK E. Walters, West Lynn, Mass,. TUESDAY AFTERNOON SESSION October 4, 1932 The first session of the Power Press Section convened in the Wardman-Park Hotel, with General Chairman Walter J. Graves, Michigan Mutual Liability Com pany, Detroit, presiding. Chairman Graves welcomed the delegates and in a brief paper pointed out the present status of power press accident prevention. Our aim as a section is to make the metal stamping industry a non-hazardous one, he said. This is not a wild dream, because many metal stamping plants are already in that class, and if one plant can so manage its affairs others can do so. I believe that the most important accomplishment to this time lies in the changed mental attitude of management. Many executives no longer believe that "safety 347 348 Twenty-first Congress--National Safety Council interferes with production'' and frankly concede that modern punch press safety methods and safety appliances constitute the most potent means of bringing about increased and snore profitable production. The gam in quantity and quality of supervision in some plants lies at the bottom of their wonderful safety experience over long periods of time. The outstanding progress of the past year lies principally in the application of all the knowntypex of safety devices and safety methods to the larger size, straight side and friction clutch presses and to big work. Until recently the heavy press had Only the two hand push-button electric or two-hand locking lever trip for the protection of its operator. Now we have sweep guards, practical gate guards, emergency stops, chute and slide feeds, mechanical knock-out devices, and even magazine feeds all on a big scale. We now have hand tools of various types for feecimgr the larger, heavier parts, and even safety dies, huge ones, cut away to make hand feeding easier and safer. Another recent innovation is the now exten sive use of stackers to collect parts, especially when irregular in shape, instead of letting them fail haphazardly into a pile on the Boor. Tint the application of modern feeding and knock-out devices ia all kinds of Mampicut plants is still in Hs infancy. Many additional benefits will come. There arc some tilings the manufacturers of presses can do to aid our cause. Books on tod ami die designs should stress simple improvements and simple attachments that will make for faster feeding and greater safety. We must enlist the tool and die designers. The safety problem is now largrly tp to them. We must insist that they be given aid and opportunity. Many men believe that the indifference of tool and die designers is now the one thing that es holding bark punch pre&s safety progress. We need heltcr supervision and more of it. especially along the line of job training of die setters and foremen, to the end that they m turn will train the operators. We need more systematic ami thorough inspection and maintenance of presses, blit you will hear more of these subjects later. What a wonderful oppor tunity for sen-ice we have m the Section, and you have personally as members-- service to your employer and to your fellow men! .. {* ' Trend of Accidents in the Metal Stamping Industry By E. J. WALLMAN Safety Dhector. Great Lakes Forge Company, Chicago, 111. The shaker said In iurt: In metal stumping and fabricating plants injury rates during 1931 reached die lowest level m our History. Frequency In the peak year of 1929 average*! 2-4.20. but last year only 13,72--a decrease of 43 per cent. This big improvement, however, was accotni&rifcd by a drop of only 18 per cent in severity. Temporary disabilities, lle least serious of lost-time injuries, dropped 45 per cent m frequency from 1929 to T931; the decrease in the frequency of permanent partial disahQities, however, was only 21 per cent; and there was practically no change in the frequency of the most serious of all injuries--fatalities. What can wc do in preventing serious injuries? I suggest that every member make a point of sending full details about every fatality and permanent partial disability to our Section News Letter editor. The publication of such facts may he the means of preventing a similar injury in another plant or uncovering con ditions which might lead to a bad injury. This procedure need not Involve any adverse publicity to any plant because its identity need not be revealed. In analyzing our experience during 1931, it is of interest to know where we stand in relation to other industries. Among 28 major industrial groups In the Council's annual eummary we tank 15th in frequency and 10th in severity. The Power Press Section 340 average frequency rate lor all types of metal products plants was 14.70 itt com parison to 15.12 for all industries. Our severity rate of 1.17 compared favorably also with 1.72 for industry as a whole. Our fatality rate is very low, being 0.07 against an average of 0.17. But our rate of 1.04 for permanent partial disabilities against an average of (XG4 Is high; In fact, only fire others out of the 28 have hij;licr frequency for permanent partial disabilities I was very glad to observe the reductions made by* small plants in the fre quency of inj uric*! Although the large organizations continue to have the hest records in safety, the progress of small ones is encouraging, in view' of the past criticism that they have been inactive In accident prevention work and unaware of its value. Our sections! officers appreciate the cooperation which members have given by sending their accident records to headquarters. In spite of conditions the number of reporting plants almost equals the total of the previous year. Plants tl*at have reported in each of the last three years compose about two-thirds of tltc total of 431 reporting for 1931. Report of the Nominating Committee Officers were then nominated and duly* elected as follows: General Chairman--E. J. Smith, Western Electric Co., Chicago, III. Fife-Chairman--P. G, Hunter, Motor Whed Corporation. Lansing, Michigan. Secretary and JSfctrs-Lcifer Editor--`George H> Berry, Western Electric Co., Chicago. Engineering Committee Ckatrwau--Louts Borates. Liberty Mutual Insurance Com pany, Boston, Massachusetts. Health Committee Chairmnti--<t>r, George R. Nichols, American Can Cx, Chi cago, 111. Membership Committee Chairman--H. L Vlts, Aluminum Goods Manufacturing Company, Manitowoc, Wisconsin. Poster Committee Chairman--L. R. Jordan. Timken Detroit Axle Co,, Detroit. Program Committee Chairman*--J. IX Lyle. Fisher Body Company of Cleveland. Cleveland, Ohio. * Publicity Committee Chaomem--J,, R, Rockhoff, Detroit Steel Products Co. De troit. Slides end Safety Kinks Committee Chairman--Herbert Roth, 455 Marlborough Road. Yonkers, New York. Statistics Committee Ckatrutatt--A. L. Kacms. Sinimpns Company, Kenosha. Wisconsin. Members at Large---W. J. Graves. Michigan Mutual Liability Ox. Detroit. Mkh.. J. W. Henning, Automatic Electric CoM Chicago. 111.: G. A. Kueehenraeister. Do minion Forge and Stamping Co., Walkefville, Ont,, Canada: T. O. Melsner, Amer ican Can Ca, Chicago, 111.; S. H. Slaymakcr, Fairlwuiks, Morse & Co,, Beloit. Wisconsin; G. S. Thompson, Gnau & Company. Detroit, Michigan. Die newly elected General Chairman, E, J. Smith, was introduced by Chairman . Graves and spoke briefly as follows: >-***? 'That the work of this Section has made itself felt in the field of industrial v prevention Is indicated by the appreciable reduction in power press accidents during " 1931 over the year previous. There h one kind of reduction, nevertheless,* that we can hardly boast of. That reduction is in the number of memberships in tin's Section. In 1931 we had 343 members and this year only 244. "Gentlemen, this means we have work to do during the ensuing year. It means lhat the same cooperative spirit tliat you have shown in former years must In: not only maintained, but augmented by the efforts of your executive coromUtee to make each individual member feel he is an active and integral part of the Power Press Section. Perhaps no effective means for doing this can be found to better ad-van- 350 Twenty-first Congress--National Safety Council ttge than the Power Press News-Letter. What a paper this little sheet would be if just half of you members made it a practice each mouth to send in some item, however small or large, to the news-letter editor. "I mention the news letter first, because it is the one activity In which wc all can take a prominent part. But this section has Other activities of equal import ance. There are the membership, poster, publicity, statistics, engineering, health, and slide and kinks committee, any one of which is a man's size job If its true mission is to be fulfilled. We must realise that the effectiveness of this section, as a whole; is dependent upon the proper correlation of these committees and the whole hearted cooperation of those who serve upon them." . -''r> * Maintenance of Power Press Equipment for Safe Operation. By J. W. BLAND Chief of Machine Construction & Repair Division, Western Electric Company, Chicago The speaker said in part: I am going to mention as the first item of main tenance the plan of inspection followed at Hawthorne Works. We use a machine maintenance specification for the guidance of our inspectors which covers (for example, live power press) each machine in detail. In this set-up ttie inspection is performed by an inspector who devotes 100 per cent of his time to this work. In every case the inspectors arc practical men and are selected from our ranks of better mechanics. They should be wide-awake and alert individuals, endowed with a reasonable amount of common-sense and possessing an aU-roand knowledge of mechanics. In particular, they should know the mechanism of the machine* to which they are assigned. When a part ts located winch requires attention or repair, he immediately issues a repair ticket in triplicate; the original going to the repair department and one copy to the operating department chief, while the third copy is retained by the inspector. Upon receipt of his copy of this repair ticket the supervisor In charge of the repairs on this particular group of machines immediately nukes an imped ion and assigns the job to a repair man, being guided by the amount of work on Hand and the emergency of the repair. It is a function of the inspector to check whether or not this repair has been made and to observe the quality of workmanship. When he has satisfied himself that the repair has been done satisfactorily, he de stroys his copy of the repair ticket. Following inspection, the second phase to be discussed is materials. Our policy >n collecting materials can be summarized as follows: in cases where the urgency of making a repair precludes the possibility of securing the replacement parts from outride suppliers, we Have adopted the policy of using the highest grade materials available. We are guided m crar selection by tlve specifications originated by our engineering department at the time the machine is purchased, it being our practice on some of the more vital parts, such as crank shafts, to specify only the higliesf grade alloy heat treated steels with the factor of safety considerably in excess of that ordinarily furnished by the supplier. From our experience we believe this to be the safest and most economical procedure. The .next item is design. In the course of our daily maintenance work, we Itave an opportunity to observe first hand die weaknesses in the design of various nutchine details, and as a result we Iwive mode a large number of imjjcoveroeirt* which reflect in increased safety to the operator. In other cases, our suggestions have been referred to the suppliers of commercial machines, and it is very gratifying to say that a large majority of them have been adopted, la the case of special ma chinery designed nnd built under our supervision, our design organization has always Power Press Section 351 cooperated to the fullest extent in incorporating teatut . which will assure greater safety to the operator. Thus far we have discussed maintenance as regards safety to the operator, but what about safety to the maintenance man? In the course of his work he is being continually confronted with unusual jobs not of a repetitive nature, which in many' cases arc even more hazardous than those of the operators. We have reviewed the accidents occurring among this group and have succeeded in making some note worthy improvements, both from an economical standjxnnt and from the standpoint of safety. (Mr. Bland's paper was accompanied by a number of charts and lantern slides illustrating specific eases where the principles he outlined have been applied.) THURSDAY MORNING SESSION October 6, 1932 Securing the Cooperation of the Worker in Accident Prevention By G. A. KUECHENMEISTER Personnel Manager, Dominion Forge A Stamping Co., Waikerrille, Ontario, Canada The speaker said in part: What I propose to do this morning is to call your attention to a few fundamental principles in securing the cooperation of the worker. And by worker, I mean every man from the sweeper to the president. Personnel and safety work has to do with nothing but human beings, the most interesting objects on earth, and certainly our business is to get men to know themselves and to learn to get along with one another. The more 1 study the problem and the more 1 think about it the more convinced I am that we must look to the fundamental laws con trolling the universe and everything in it, for the answer to our problems. Cer tainly what we call accidents are controlled by nature's forces. Perhaps the truest thing In this world is the fact that unless a person wants to do a thing it is poorly done or not at all. You have a man m your shot* who is always washed up and ready to eat a minute before the quitting whistle blows. Talk to bis wife and she will tell you that she always has trouble in getting him to come in to eat his Sunday dinner when be is building a chicken coop, working on his car, or at any other cue of his hobbies. The deciding factor in whether lie U ready to eat or not seems to be whether he wants to or doesn't want to do his job. There are many reasons why people want to do things. It may be for glory, honor, personal satisfaction, revenge, financial gam, "just to be mean," or for the fun of the thing. But when you analyze those rcanons you find that the underlying motive >s that it results, or at least t is hoped that it will result, in a satisfactory state of affairs. In accident prevention we find men who will help for various reasons. Some will do it for a safety button, a fountain pen, a departmental or plant banner, for loyalty to the gang, or a cash bonus. Those may all be good reasons for wanting to prevent accidents but the trouble is it very often docs not make for permanency. There are illustrations of -where accident prevention was based on prizes or cash bonus, and when for some reason or other the artificial incentive was removed, die result was disastrous. On the other hand there are a great many workmen who want to assist in pre venting accidents for no other reason except that it is the right thing to do, and that it does result in a very satisfactory state of affairs fox all concerned. Wc have 352 Twenty-first Congress--Xaiionat Safety Council several hundred such men In ottr own plant. Every man in the plant is thoroughly convinced that accident pretention makes for a satisfactory state of affairs ami the tendency H to rejicat and leam quickly anythin* that tsaimams such a state of affairs. 1 am fully convinced dial whatever difficulty we have eacooaerri in this so* called "grtlirti; men to cooperate m accident jrcfcntvjo" ha* been dac to our trying to make tt socndhmj; separate and apart frn regular shop work. One group of bosses asks litem to do certain thing* and the safety department asks something in addition. When are learned that doing a job the safe way was merely doing the job the right way wc got hold of a rock-hoetoca fuDdanseateaL Wish that in mind wc began to build up a permanent attitude toward accidm* prevent>00, Preventing accidents wasn't somethin#? additional; it merdy want doing the job without get' ting hurt, and every one bad aa equal put in H. Wc load heard a good deal about having to "educate** people and we tried to do that, but education meant school and teachers and lectures, and our foremen insisted that they were forge men and not teachers and if safety meant teachtar, somebody else would Have to do the job. Finally we foil taped two definitions of education. One said that "education was Retting out of people what God put hC* That one wasn't so hot. Wc soon suspected that God hadn't put aaoefa into some of otir men and consequently we couldn't set modi out. Bnt doe other one did click. That one sa>s "education is jtcumit pcojdr to do better, the desirable things that they would do anyway." . Thai definition makes it very* easy for a foreman to be a teacher For example: a man is hired to run a certain type of machine. If he is a thoroughly experienced man and run* the machine the right way. there isn't anything the foreman needs to do except assign the work. Tf, however, the man lacks experience, the foreman docs mot have to show him a down different ways of how not to run the machine. All He needs to do is to show him the right way to do it and if our reasoning is correct the chances of that man being injured are slight Wc all know, of course, that we Have many hazards other than machine hazards and wc Have Doctor Myers to thank for giving tas the fundamental laws controlling them. When lie gave us the five laws--proride clean and orderly plants, proper equipment, proper materials, proper ms!ructions and proper supervision. he care ns tl>c foundation upon which we can build a program of accident prevention that cannot be beaten. When we know the fundamental laws ecotroOms: accident* and the law* of human motivation and have a definite objective such as we have in accident pre vention. it shouldn't be at all difficult to irrt mm to go with us. prot-idin* wc have a dear arwl definite klea of just what we mean by cooperation It has always been annuung to me to hear safety men coeiphun that men in the simp or in the office would not cooperate. When the eaose of the complaint is analyzed you invariably find that what the man tt ooroplaimnj! about it that the shop or office man would not do everything he wanted them to do and m just the way he wanted them to dn it. Cooperation doesn't nieaa following others Mindly. It means working together for a common object--using our brains to solve a common problem: and if we want men to cooperate, the easiest way we can get them to do so is to let them use their brant* and initiative to do things the way they want to do them if that will do the job. The fine thing about fundamental principle* t that they are so simple that any man capable of working in any industry is able to understand them. Methods may be complex, complicated and confusing but the fundamental principle is always simple, ami when you analyze the actions of a man who is a successful leader of men. the good hoss. you always find that he is consciously or unconsciously using the underlying principles of leadership and securing the cooperation of his men. Yesterday T heard what is perhaps tlie worst indictment of industry I ever did Pottter Press Section 353 hear. A man who is the head of an accident prevention organization told me that sometime ago he called one pf his insjcclors into his office and asked him for an opinion on a certain phase of the work. The inspector looked at him in amazement and said, "You have never worked in a shop, have you?*' Wlien tlsc. manager suid "No, but what has that got to do with it?" die inspector replied: "1 have worked in shops for 30 years and never once was I asked my opinion m things of that nature." How can anyone expect cooperation of workers if they are not given an opportunity to do some thinking and using of their brains to solve the common problem? I am convinced that we all arc pleased to be given an opportunity to help. Sev eral years ago I determined to try an experiment on the first workman who walked into my office that day. The first man was a die sinker and he wanted to know what was worrying me. I gave him a problem that I said was bothering me and asked him to help me solve h. I knew the answer but I wanted to fiaid out what he would do. Two days later he came into my office and said. "You know, Gus, last night just before I went to sleep I got to thinking about what you tuld me the other day and this is what I think about it." That boy had taken my problem home with him and actually laid awake trying to get the answer. 1 honestly believe we cut get men just as interested in our shop problems as they arc m building chicken coops and working on the car At home, if we give them a chance to use tiwir brains as well as their hands. If we want them to work with us we must give them the opportunity to do so and not expect them always blindly to obey orders. Education and Discipline in the Accident Prevention Program By j. A. voss Safety Director, Republic Steel Corporation, Youngstown, Ohio The speaker said in part: Statistics of recent origin indicate that approximately 5 pet cent of accidents in industry today are due to three cause*: unsafe prac* Ikes, violation of safety rules, chance taking and indifference to the safety move ment. These statistics also cmpliasize die necessity of education and discipline, and therefore our efforts must be concentrated on the education, training, and in struction of the employees. This can only be accomplished hi three ways: (I) by a study of the safety requirements of the job itself; (2) by a plan whereby the man is taught how to fulfill the job with the greatest safety and efficiency; (3) by absolute discipline, so that in the course of hi* training the best and safest way of performing the job becomes a habit with him. To insure success in a movement of this kind there must be Instilled in the em ployee a feeling of self-interest and self-protection, possible only through his own efforts, explaining to him that It may be his own person or a friend and fellow' worker who may be Injured. If he can be made to understand that It is his indi vidual doty to report dangerous practices and conditions, the greatest incentive for the continuation of safety will be recognized. Employees should be taught not to put off making reports of unsafe practices or conditions until some periodical meeting, but the motto "Do it Now" should be instilled in the minds of everyone who has anything to do with the matter. The foremen should be made to realize that It is his responsibility to prevent accidents and that it is an important part of his duties to catch all unsafe practices, violations of safety rules, etc. and to see that they are stopped before an accident happens. If he sees cx*c man doing something in an unsafe manner, he should use this 354 Twenty-first Congress---National Safety Council u a text lor a general talk to his men so that others also will avoid doing it. It does not do to talk only to the man whom lie detects in an unsafe act. Discipline has an important place in the safety program. Foremen should never allow an unsafe practice or a violation of safety rules to get their O. K. by ignoring it. We all know that men as a whole are amenable to reason; therefore one ouly needs to combine patience with fair discipline to get results. It is a very unpleas ant duly to discipline an employee after an accident has happened, Exit if discipline becomes necessary it is much easier to apply it before accidents happen. Penalties should be given for infringement of rules or indulgence in unsafe practices if the employee has been previously cautioned against this. If a warning is not effective, discharge should follow. I would rather see an employee walk through the gate of a plant for discipline on account of aa unsafe practice or infringement of a safety rule, than to have him carried out on a stretcher. FRIDAY MORNING SESSION October 7, 1932 This session was a joint meeting between the delegate* of the Automotive and Machine Shop Section and the Power Press Section. Walter J~ Graves. Michigan Mutual TiaWHty Company. Detroit, Genera! Chairman of the Power Press Sec tion, presided. ' (2 * Reducing Power Press and Machine Shop Hazards V s Through Engineering Revision By LOUIS BORAKS Supervisor of Power Press Engineering, Liberty Mutual Insurance Ccu, Boston The speaker said in part: Progress and safety have gone along together. You can't make any machine stronger, more accurate and speedier without making it safer. Strength iti building of machine parts, including shafts, brakes, clutches, fly wheels, etc. is a direct hdp to safety, guarding against breakdown of important operative parts. Speedier presses have called for automatic dies usd devices such as roll feeds, dial feeds, etc., as otherwise a speedier press would be of little ad* vantage. Accuracy of parts of the machine have mode automatic presses possible and consequently safe operation. We all know that pressed metal parts and stampings are almost unlimited in number and variety. The power press is used by industry on a tremendous amount of operations of all kinds of materials and metals. Forgings, castings, and wood parts are being replaced by pressed metal. No one even knows the limit of what a correctly designed and built die can do. With this tremendous variety and quantity of pressed metal parts, .many of which are made in small quantities, we must have something more than high priced automatic feeds to assist sn production and safety, and here is where safety in production through engineering revision shines. Wc look for pres* manufacturer* to build safe presses--why not build safe dies? Dies that will guard the operator even though an imjxjrtant part of the press mechanism fells? . Press operations can be made safe by "correct die designs, by safety dies. Many of you have safety organizations and hold safety meetings; why not have a safety committee from the tool and die job to discuss safe dies, safe speeds, push feeds, combining of operations, etc.? Engineering revision is constantly cutting down the number of dangerous moving parts on the different machine* in the machine shop. Individual drive is doing away with dangerous moving belts. Wc are steadily moving forward to a pro- Power Press Section 355 gresstye, more efficient, safer world, through engineering revision of machines aud their jobs. In the guarding of machinery today, it is simply a question of, ,!do you want to guard them?" v *0*4 * .i ** Power Press and Machine Shop Hazards By K. J. SMITH Chief, Safety St Heal"' Department, Western Electric Co. Hawthorne Works, Chicago The speaker said in part: There is a moot question between safety engineers whether or not hazards have been eliminated as far as engineering skill can make them. I refer you to the last few issues of the Power Press News-Letter for a discussion of this subject. In its August issue you will note a letter from a safety engineer of a large company in which he states that a majority of the accidents occurring In his company's shop were due to faulty mechanisms and improper clutch design on power presses. A reply to this opinion appears in the September issue, coming: from a man whose opinion is very highly regarded in safety circles, who takes issue with this point, vehemently explaining that very few if any of our accidents are due to faulty equipment. Such differences of opinion make good arguments and much good Ik to be de rived from a discussion of this kind. Personally, I mm on the side of those who fed that so much has already been done In engineering revision, that most of our efforts should now be concentrated on the supervisory and mental side of the picture. My expertaxx teaches me that most accidents fell Into these classes and that very little of our difficulty can be chalked up against faulty equipment, lack of safeguards, or failure of mechanisms. Wc have heard It said innumerable times that the responsibility for accidents rests equally upon the shoulders of the management, the foremen, and the oper ator. All of tts know that this Is true. Upon the shoulders of the management rests a very definite responsibility m furnishing wholesome working conditions, up-to-date guarded machinery, first class working tools, and Intelligent placement of its per- sosmd. Under the head of management we place the responsibility for engineering revision. ** (Mr. South then showed a great variety of lantern slides illustrating the various phases of the safety problem which may be classed under the three factors respon- sffife for accident prevention (I) management, (2) the foremen, and (3) the op erator.) Common Hazards in Machine Shops By GEORGE E. SANFORD General Electric Company, Schenectady, N. Y. A study of accidents which occur in machine shop* usually will show' that a very small percentage of them can be attributed to unguarded or poorly guarded machine*: although in some case* portions of machines not usually considered as being hazardous may under certain conditions cause accidents. Poorly pffed materials are a more or less common cause of trouble, such material occasionally falls, and wheat the fell occurs, it is probably started by someone trying to get something off the pile and as a result lands underneath it. __ Bad housekeeping conditions also lend their aid in various ways to an accident increase. Ooe effective way of cleaning up housekeeping conditions where a plant in general is disorderly, is to make up a wooden horse using an ordinary carpenter's 356 Tzccuty-first Congress--National Safely Council saw-horse as the basis. cutting out the head and neck on a band saw, appropriately lettering tire corobinaUion such as--"This is the dirtiest room in the plant," etc. The Safety Committee go a weekly inspection should be empowered to conspicu ously locate that horse in whatever room they consider the dirtiest. The horse most stay there until the next weekly inspection of the committee, when naturally it will go somewhere else. After being moved about three tiroes in the average plants the horse then can be relegated to the storehouse for an indefinite time. It is wonderful how a stunt erf this kind can clean up a plant. A penalty should be applied to the unauthorized removal of such a device in order to make it effective. Another scheme which can be used to good advantage in a plant where house keeping in general is usually good but where disorderly spots Vfll creep in from time to time is to photograph such a disorderly place, send a letter to the Works Manager with a print of the photograph stating that this condition was noted in such and such a place on this date, copy of the letter being sent to tins responsible foreman. As a usual thing, by the time the foreman is called upon by the manager to explain the condition, he would be in a position to tell the manager that the situation had been properly cleaned up. It is sometimes advisable, detrending on the size of the pknt, to tend the foreman** carbon copy out about half a day before the manager gets his. This will give the foreman, if he is on tire job, a chance to have things pretty well cleaned up. A number of slides were shown illustrating the following unusual machine shop accidents: A planer operator fdl on the floor and a chip about one inch in diameter, one- half inch wide, was embedded deeply hi the palm of his hand. A lathe operator hi reaching over his work fen- something at the back of the machine caught his jumper pocket on a lathe dog. A roan while walking through a shop aud not watching where be was going wandered off the aisle and wound up with his chest against a piece of shafting sticking out of the end of a turret lathe some three feet from the aisle. He made a couple of trips around on tire end of the shaft but was not badly hurt. Another man, using hammer and cold chisel and not watching his job, allowed Ids finger to get up on top of the cold chisel and then hit it. Drill spindles, where operated by women, have the spindles guarded. Occasionally, some long haired man operates such a drill and will occasionally get caught. A slide was shown wKh a bunch of hair wound on the spindle, and the only explanation that the operator had to offer was that he was `'trying to sight down the drill to sec if it was going straight." The wearing of gloves while operating machine tools is at times productive of serious accidents. An illustration was shown of a glove wound op on a milling machine cutter, the operator had no reason to give as to why his hand was any where near the cutter as in normal operation he did not have to be within two feet of it. Another illustration showed where a cotton glove had wound up on the spindle of a drill which was drilling large holes in steel. This resulted In compound fracture of the right arm, Zytonitc frame apcctadcs should not be worn in machine shops where anything hot is liable to be present Illustration was shown of a patr of spectacles which were struck by a hot steel chip from a boring mill, the chip having sufficient heat to set the frame on fire. This drill happened t<? be located beside a drinking fountain and another man was drawing: a glass of water at the time, which jre promptly threw mto the operator's face putting out the fire and saving his eyes from possible damage. ADJOURNMENT TWEX TY- FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL_ , l_ Piker Public Utilities Section Officers 1931-32 General Chairman--1C. 13. Boulet, Wisconsin Public Service Corp.. Milwaukee, Wis. Vice-Chairman in Charge of Cos Interests--E. J. Kk&h, The Philadelphia Company, Pittsburgh, Pa. Pfce-Chainmn ht Charge of Telephone and Telegraph Interests--D \V. Wait, Bell Telephone Co. of Pa., Pittsburgh, Pa. " M. Shaw, Northern American Light and Power Co., Chicago, News-Letter Editor--Roy U. Godwin. Philadelphia Electric Do. Philadelphia, Pa. Chairman Poster Committee--H. A. Frets>n\ Public Service Comnany of Nartlrern III., Chicago, m. Chairman Membership Committee--Ivax L. Scott, Central Public Service Co.. Chi cago, 111* Chairman Film Strip Committee^A. A. Giom.m, Wisconsin Power mid Light Co., Madison. Wis. CMrmmt Program Committee--F. M. Pcrmt, Illinois Bell Telephone Co,. Chicago, IlL Chairman Publicity Committee--Jons J. Barada, Laclede Gas Light Co., St. Louts, Mo. Chairman Statistics ami Contest Committee--E,, P. Drainer, Hamlin & Company, New York. X. Y. ' Chairman Engineermg Committee--R. A. Blcomsburo, New York Power ami Light Co_ Albany, X. Y. Special Representative*--S. C. DrCK3x4W, Pacific Gas and Electric Co., San Frankv CalrL (Pacific Coast). H. Mcxugan, Hydro-Electric Power Commission, Toronto. Ontario. Canada (Canadt). W. A. BccKAJtAN, Appalachian Electric Power Co, Welch, W. Va. (National Electric Light Association). ~ Ror M. Godwin. Philadelphia Electric Co,. Philadelphia. Pa. (American Gas AssociaJaon). Members mt Large-- W. R. Baow*.v. Northern States Power Co.. Minneapolis, Minn. D. H. Cannon. Carolina Power Co.. Raleigh, S. C. y A. Ku N-cr. Public Service Oannany of Coin, Denver. Coin. - R- Kchx, Peim Central Light and Power Co . Altoona. Pa, Councilors-- E. S. Beausioxt. Peoples Gas Light and Coke Co., Chicago. 111. B. B. McCuixoch. Bureau of Safely, Chicago, III. H. 1_ Meade. Ohio Bell Tetephooe Co, Cleveland, Ohio. Geo. C. A. Ope. The Detroit Edison Co, Detroit. Mich. 357 358 Twenty-first Congress--National Safety Council C. J. Rutland, Texas Power and Light Co., Dallas, Texas. C. B. Scott, Bureau of Safety, Chicago. III. __ J. L. Vanbeciuit; The Chesapeake and Potomac Telephone Co.. Washington. D. C H. F. Webb, West Penn Electric Co,, Pittsburgh, Pa. H. M. Webber. Illinois Bell Telephone Co., Chicago, III. TUESDAY MORNING SESSION . k. \ /'^lT (T> .1 T' A * . October 4, 1932 - _ \ The first session of ll>e Public Utilities Secttoo convened in the Shorcbam Hotel with General Chairman C. B. Boulet, Wisconsin Public Service Company. Milwaukee, Wisconsin, presiding. The Chairman sketched briefly several of the more serious problems confronting public utilities in these difficult times. He then asked Secretary Howard M. Shaw. North American Light & Power Company, Chicago, to report on the work of the Executive Committee and other standing committees. This being briefly complied with. Chairman Boufet then introduced the first speaker. ' ~ Cy Ve3 Eighty -Five Per Cent Supervision and Education Necessary to Make Safety a Success By W. O. LeBBR - Safety Inspector, Canadian National Railways, Montreal, Quebec, Canada The speaker said in part: A* men who are engaged in accident prevention work, we will all admit that placmg the responsibility on the officer m charge is a cardinal principal of safety. Wc all know that the officer in charge is not only the keystone of the organization but he is the interpreter of the wishes and polioes of the man agement to the men. However, we go further than this cardinal requisite and say tiut to make this movement a success the vice-president, the president and the board of directors must be behind the officer in charge. Safety must be told throughout the whole organization. Safety roust start from the top--safety, of course, sponsored by the management, became It has been repeatedly said tl*ot neither enthusiasm nor support of any com pany policy will ever boil up from the bottom: if it ever permeates the warp and woof of any organization it must percolate down from the top. The ranking officer of any organisation must himself be intensively Interested in safety work to inspire ami lead his men to earnest individual ami collective efforts in the endeavor for their own protection as well as Ter the protection of others. ^ ^ < If any officer in charge elects to assume an attitude of indifference and fails to see that each accident is reported immediately and the necessary Investigation conducted to determine whether or not it resulted from carelessness or any other violation of safety or operating rules, and if so, to see that corrective measures are administered to prevent repetition of a similar accident, he is not fulfilling the obliga tion that is placed uj>ou him and can only expect his organization to have poor safety performance. Experience has taught us that when an individual fails to respond to persuasion, there is but one alternative, that is productive of results, and that is discipline. Rigid enforcement of all safety rules and regulations symbolizes the devotion of men to their fellows, and justifies the noble resolve to save them, in so far as possible, from accident and death Xou. how is educational work best done? We all know that safe men are men Public Utilities Section 359 who have made safety a habit, and in order to get them to practice constantly, they must constantly be reminded; but unless their wholehearted cooperation, interest and sincere efforts are firmly established by a good bahiteed foundation, the constant reminding will not get worthwhile results. A good foundation is, therefore, most essential and its value is governed by the degree of interest it arouses. And I feel that to get a roan's interest, yon must sfiow him how safety applies to himself; bv this you arouse m him the desire to make his safely of paramount importance. Because, after all, safety embraces two equally important phases. First, the economic, and second, the humanitarian; and no matter to which we direct our efforts, both roust profit equally, and it is needles* to explain that industrial economy will result, although the methods used for efficient safety are entirely humanitarian. To the manufacturer, the industrial accident means a higher rate of insurance. It means the expenditure of large sums for accident prevention and safety equip ment. It means a lot of industrial inconveniences; the replacing and training of skilled and valuable workmen. It means added expenses for maintaining industrial relations and first-aid departments, both of which are non productive. That is one coat. Tp the insurance companies it means more claims, more mem In the field, more bookkeeping and paper work, more money for hospitals, medical attention, ami com pensation for time lost. That is the second cost. To the victim it means injury, pain, suffering, and the worry of being incapaci tated and handicapped not only in a physical way, but as to the continued support of the family. That is the third cost. AH of these are big serious items that amount to enormous sums of money each year, that pay dividends only in goodwill among mere Still they represent only a minor part of what is considered Ihc real and most important cost--the one for each individual to consider and from which lie can enter the final analysis in case. - Report of the Nominating Committee The report of the nominating committee was presented by H. U, Webber, Chair man, and the following officers were elected for the ensuing year " General Ckotrmgti-^C. B. Boulet, Wisconsin Public Service Corp., Milwaukee, Wis consin. . Vice-Chairman far Telegraph & Telephone Interests--V. M. Pepper, Illinois Bell Telephone Company. Chicago, III. Vice-Chairman far Gas Interests--E. J. Kreh, Philadelphia Company. Pittsburgh, Pennsylvania. * Vice-Chairman far Electric Interests--A. A. Oldfield, Madison. Wisconsin. 5etrr/ort^--Howard M. Shaw, North American Light & Power Co.. Chicago. Illinois. Hevts-Letter Editor--W. G. Clevenger, Northern Indiana Public Service Com pany, Hammond. Indiana. Engineering Committee Chairman--Roy M. Godwin, Philadelphia Electric Co., Philadelphia, Penmsytvama. Membership Committee Chairman--S. C. Dickinson, Pacific Gas and Electric Com pany, San Francisco, California. Poster & Film Strip Committee Chairman--H. A. Ptolemy, Public Service Com pany of Northern Illinois. Chicago, Illinois. Program Committee Chairman--:Wills MactacWan. Consulting Engineer. 12 East Bloor Si* Toronto, Out., Canada. Statistics & Contest Committee Chairman--\Y. H. Brown, Northern States Power Company. Minneapolis, Minnesota. Special Representatives: W. H. Mulligan, Hydro-Electric Power Commisiion, Toronto. Ont.. Canada: J. M. Buswdl. San Joaquin Light & Power Corp. Fresno. Calif.; A. A. Rltnge, Public Service Co. of Colorado. Denver, Colo.: John Stilwclt, 360 Twenty-first Congress--National Safety Council Consolidated Gas Co. of New York-. New York# N. Y.; D W Wail, The Bell Telephone Company of Pennsylvania, Pittsburgh, Pa.: E. W. Gorry, The United Electric Light and Power Co., New York, N. Y.; (National Electric Light Asso ciation) A. G, A. Representative. a Councilors; E, S- Beaumont, The Peoples Gas Light & Coke Ca, Chicago, 111.: B. B. McCulloch. Bureau of Safety, Chicago, 111.: H. L. Meade, Ohio Bell Telephone Company. Cleveland. Ohio; C. B. Scott, Bureau of Safely. Chicago. IU.; J. L. Vunderitrift. The Chesapeake & Potomac Telephone Co., Washington, D. C.; H. F. Webb, West Penn Electric Company, Pittsburgh, Pa.; and H, M. Webber, Illinois Bell Telephone Co., Chicago, 111. Recording and Using Accident Data By W, P. ELSTUN Operating and Engineering Dept,, American Telephone ft Telegraph Co., New York City The speaker said in part: The test of die value of accident data Iks in the serviceability of the facts recorded. To obtain this usefulness, simplification is essen tial. To compile data in x simple, understandable form we must realize that there are two classes of information: * |. Essential information--facts necessary for the successful completion of tlie work at hand. __ 2. Interesting but non-csacatial information. In compiJmff industrial accident data effort should be made to eliminate all iton- eswntUl facts. These tend to obscure the important features. In establishing a plan, the first step is to set up a routine so that the salient facts on each case are reported. Each industrial organization lias its particular job opera tions. whkh require special training. Each organization has individual problems from a safety standpoint with regard to design of tools and materials and plant layout. Moreover, the requirements as to information on accidents for the various states differ, and the state's mjtnrementa have to be coordinated with yor own in preparing the form on which the facts pertaining to each accident are to be re corded, . ., Reporting the salient facts with respect to each case rs only the foundation of the raaclnocry to be established. Periodically summaries of the data which indicate significant trends are required. These summaries may be in the form of tables or presented as graphs. Here again, significant data for one industry might be useless for another. The best results can be obtained by the industrial organization after a careful review of its own individual problems. The Question next arises as to how these facts can best be used. Probably the quickest and surest way to ruin a well conceived plan is to utilize the data solely for disciplinary action. ... When an accident occurs in an industrial organization it is an indication that son*ethmg has gone wrong with the efficient functioning- of that organization. Often the cause is deeper than a superficial review will disclose but a careful study will bring this cause to light. The accident data should be used to strengthen the weak spots: possibly a craftsman needs additional training, there may be opportunity to improve the supervision, a modification of working practices may be in order% but the simple expedient of laying some one off usually will not correct these situations. The way to establish safety discipline is in tlw day-to-day contacts on the job. the constant and cooluiuous training Iii the proper practices, not waiting for an accident ha focus attention on something that has probably been done wrong time after time. Penalizing measures after an accident too often are simply admissions of inefficient supervision. Public Utilities Section 361 Iti the Bell System we have a number of classifications for accidents, established for the sake of uniformity in technical and operating terms. These are the classi fications: 1. Lost-time accidents. Defined as those accidents occurring in the course of employment -which render the employee unable to perform am company work for one full working day or more. 2. Disability assignment accidents. Those accidents occurring in the course of employment which render the employee unable for ooe full working day or more to perform certain or all tasks of his regular occupational job that might be assigned under normal conditions, but which, on the other hand, permit him without loss of one full working day to perform other tasks. 3. No-disability accidents with and without expense. A report is node of every persona! injury occurring in the course of employment and this report b analyzed. The analysis is (Kissed to tlx* proper individual in the organization so that steps may be taken locally to prevent a recurrence of that par ticular type of accident. Supervision is charged with the responsibility for efficient production and in the Bell System management has set up three specific requirements for efficiency--quan tity, quality and freedom from accidents. Each requirement must be met liefore any work is considered efficiently performed. The occurrence of a persona! injury in the course of employment b, therefore, a possible reflection on the supervision of that particular group, and naturally the supervisory group concerned wants to know the underlying cause to prevent a repetition. I think that occasionally there is some confusion as to just who is responsible for the analysts of accident cases. There is so much said and written about the investi gation of accidents by committees of employees that we may lose riglrt of the fact that primarily and fundamentally managera-eot, and management only, is responsible for the analysis of all accident cases. Naturally, management should and does ask certain employees from lime to time to help in bringing to light the facts on a par ticular case but the responsibility far developing a course of action rests solely with management, and management in the Bell System accepts and meets this respon sibility. In addition to this local use of the accident data a copy of each lost lime and disability assignment accident is sent to New York, where accident reviews and studies are prepared for the use of all. In this way an unusual occurrence in one section of the country is made known to the jdant forces in every other section so that on the particular type of work concerned all may set- up safeguards to prevent a recurrence. The progress made in the accident prevention effort for the system as a whole is also made fcoown to all concerned through these reviews and studies. In a large organisation like the Belt Telephone System, staff specialists are con stantly engaged on developments and improvements. Whenever an accident report come* through the lines of organization lliat concerns the work of any one of these specialise*, a copy of the report is routed to him so that be may study the situation to see whether any changes in design or practice* would make the particular opera tic* safer. When any tool, material or practice u being considered for modification, Tbcacodcstswith^wbich that particular tool, material or practice was concerned, are- rrrfewed and sttafied with the idea of incorporating modifications which will make the pM tpcvrir operations safer and, in consequence.' more efficient. The accident fcta are also used as a guide in determining where special training- w n-gwrcd a*d where special supervisory effort should be directed. For example* if the aetidrae fttta show that the imfiroper use of a particular tool or the improper appliraekw ef a practice i* concerned in accidents, special review training is given c tfc* ****** f that tool or on tire right application of that practice. Stiper- -mk* m adaiMjd to hr on the alert to correct any misuse of the particular tool ot any wii tori1 ree f the practice. 362 Twenty-first Congress--National Safety Council I have not yet mentioned the use of accident data to stimulate friendly competition between companies, areas, divisions, districts and even crews. This use of the data is being made throughout the Bell Telephone System. Without question the placing of accident prevention on a competitive basis lias done much throughout the Bell Telephone System to stimulate and maintain the cooperative efforts of the employees. It has been a beneficial undertaking, contributing materially to the reduction In accidents. WEDNESDAY MORNING SESSION October 5, 1932 Preventing Accidents to Public Utility Employees on the Streets and Highways By B. P. PREZZANO Vice President, Westchester Lighting Company, Mt. Vernon, New York The speaker said in pert: The problem of preventing accidents to public utility employees on streets and highways is a more vital problem than it is with most cither industries' because a large of the utilities' investment is located on public property. Workrung in small groups oa the public highway, erecting poles or string ing cables, often under the most trying circumstances, our workers have to contend w ith every hazard of the outdoor*---weather, crowds, vetuctcs, machinery, etc. Some thing h apt to go wrong at any moment unless we are constantly on oik* guard. Naturally, these men need more instruction am! training In safety metixk since they arc working practically as individuals and are constantly on their own initiative. The}- should be safety conscious at all times. In our organisation, in our efforts to reduce accidents asid to create safe working conditions, wc maintain a safety department supervised by a director of safety whose knowledge as the result of his every day experiences and observations is passed an to his fellow workers. Representative* of the company attend safety conferences so that they may obtain the best available experience on safety methods and proce dure The practices of other compame* and organization* are also studied to ascer tain the practicability of their application to our proMetns, and oftentimes they are found very helpful. Regular meetings are held with heads of department*, affording them opportunity to express their views and to discuss better ways and means of accident prevention. Today the automobile Is one of the niott frequent causes of accidents n i die street* and highways and in endeavoring to reduce the number of accidents from this cause we must first consider the operator and the machine. In our organization, before a person is engaged he .must pass a strict physical examination and if he is assigned to drive a vehicle he is examined again by a physician to ascertain if lie has anv physical defect* that might disqualify lum for this character of work. If the examination disclose* that the applicaut is physically fit, the employee is then obliged to take a road test under the supervision of our transportation department Once a year our company drivers are examined by physicians to determine if they have any defects of vision or bearing. This is an added protection to the public and the driver. We also employ an outside organization to check die operation of out cars on the highways and to report any unsafe practices found. Our drivers know that.these inspectors may be on the road at any time and as a result are mor careful in operation of the vehicle entrusted to there. If you have never had your operators undergo a physical examination you will be astonished at the results you will find__men who are color blind, men subject to fainting spells, men in need Public Utilities Section 363 of glasses, etc. It is not only good accident prevention work to examine your drivers, it U a hunianitarUn act as well, because once your men know their defect*, in nine case* out of ten these can be corrected; making them better employees and safer drivers as well. We make every human endeavor to maintain our cars at the highest point of efficiency. Our garages have their own repair shops and are equipped with tlic best modern facilities, enabling us to maintain our cars in excellent operating condition. We operate more than 400 cars and travel more than 4,000,000 miles a year, and during the 25 years or more tint we have been operating automobiles we have never had a fatal accident. We will net countenance intervention on the part of our officials or department heads when an employee has been apprehended for violating traffic regulations. We impress upon our employees that the company doe* not expect any of its operators to make such haste that it is necessary to exceed speed laws and endanger the lives ef ocher*. We explain to them that as employees of a public utility, tlrey must set aa example; that they must operate the car committed to their care so as to reflect credit on themselves and the company. Public utilities today need the goodwill of the public more than any other business and we cannot afford to endanger our reputation by having our cars driven recklessly on the streets and highways. AH our cars are equipped with emergency safety kits and the drivers have been instructed and trained to render first-aid in tlie event of any accident encountered in their travel*. This equipment has been put to frequent use; as is evidenced by d>c reports which come to my desk every month recording the use of fire extinguishers to put out fires that have bcoken out on cars oa the road; in the administration of first aid. treating ftvr cuts and bruises victims of autounatwle accidents; and In the application, in certain Instances, of the prone pressure method of resuscitation In rase* of drowning and asphyxiation. In the final analysis, however, accident prevention i* largely a matter of proper supervision. This bolds equally true of the workers ort the highway, in the shop, or driving motor vehicles. Only by training and constant application iff the rules of safety can we hope to attain the highest degree of efficiency. It would seem, tlsercforc, that the person* of responsibility in all safety work are the superintendents, foremen, and all others in whom any administrative power* are vested. Their work Involves something greater than personal responsibility it involves also a moral obligation which ran only be discharged by eternal vigilance. The Three Most Common Causes of Accidents in the Public Utility Industry By RALPH A. BT.OOMSBURG Chairman. Niagara Hudson Safety CommittM, New York Power ft Light Corporation. Albany, New York The speaker raid in part: There ere three fundamental causes of accidents in the public maity industry: (1) lack of proper supervision: (2) lack of safe phvaical conditions, and <3) lack of individual care. ' We can separate these for the purpose of discussion, but when we actually meet them they are often not so dearly labeled. Each is connected with and reacts on the others so that we are really dealing with the three sides of the triangle. For example, the organization that stresses safe physical conditions merely, by this ex ample, also encourages the development oi individual carefulness on the part of em ployees. But wc can never escape the responsibility which supervision has for all of 364 Twenty-first Congress--National Safety Council tlc things which affect the health of the organization and thus the accidents or symp toms which come to the surface. Now. one o( the great difficulties is that this question of supervision is always a delicate subject. The safety engineer most be most diplomatic and must lc abso lutely sure of his facts. It is, therefore, a temptation for the safety engineer to keep away from this phase of the question, especially when problems of an unfortunate point of view in the higher ranks of supervision exist. Instead of dealing with the organization as he finds it and merely helping nature correct conditions, there is fre quently a tendency to set up the safety activity as a separate organization of some kind which subconsciously avoids getting tangled up with any questions of supervi sion and attempts to deal directly with the individual employee and with the physical conditions of the plant If not carefully watched, method of this sort is apt to have the name effect as a crutch on a human being. There b a time and place for the use of crutches, but we must remember that they do not provide any treatment for the real disease in the leg. The leg is apt to welcome the support It gets from the crutch and come to de pend more and more upon it instead of helping nature build up proper circulation and proper muscle strength, we find that the leg continues to lose strength and become* even more useless. The proper diagnosis will frequetinly lead to a material reduction in the length of use of such crutches. In some cases, this may seem like drastic treatment, but the only way to help nature work b to let her take more and more of the responsibility. - Xow I think it b apparent from our analysis that we have three problems to deal with, and the safety engineer must deal with diem as a physictan would with the diseases of the body. The safely man must have a rather complete understanding of the orgavuzaikia. Hs methods of working, and its peculiarities. He must be a part of*a general organization and yet must be most careful to merely help nature heal and not * undertake routine duties which can and should be handled diiectly by other parts of the organization. Accident Facts in the Public Utility Industry By E. P. DURFKK Education Director, Hamlin & Co^, Safety Dept., New York City The speaker said In part; The public utility industry enjoyed one of the safest years tu its history during 1931. For the entire industry there were 12.76 lost-time accident*, jxrr 1.001X000 nan hours worked and 2.08 days lost per 1006 (lours worked. This frequency iwte is below the average of 15.02 for all industries; but 1 am sorry to report tliat although our severity rate tor 1931 is 26 per cent below that of 1930. k still continues to be well above the average for all industries in the United States, the exact figures being 172 days lost per 1000 hours averaged for all industries, as against 2.06 for the public utilities industry. We hare in the past listened to many remarks on the subject of tl direct and indirect cost of accidents. Aliy figures that are given on such costs in the public utilities industry are purely approximate estimates This must necessarily be so because of the cocKiiltons existing in the various states due to die form of the compensation law*. Taking the gas manufacturing industry, with approximately 90000 employees and an estimated payroll of $136,350. and applying the average compensation rate of $2.25 gives a premium of $3,067,875. Taking 60 per cent of this premium and allocating it to losses and medical expenses for accidents, gives $1,840,725 as the direct cost, and applying the ratio of four to one gives $9,203,625 as the total costs for accidents In the manufacturing gas industry. Applying this same method of calculation to the electric industry, with 285,000 employees, we get a direct cost of $13,091,760, and applying the four to one ratio Public Utilities Section 365 gives us a total cost of $65,458,800. An estimate made by the National Electric Light Association places the cost at $20 per employee. Using this figure against 285.000 employees, gives us a direct loss of $5,700,000 and a total cost oi' $28,506,000. While these conclusions are inaccurate in some respects when applied to any one manufacturing unit of the gas and electric industry, the method nevertheless of calculation is correct; and if the average annual salary or compensation rates should, in given cases, differ from that used here the substitution of the actual figure would permit recalculation on a proper basis. These figures show that the direct loss as Uic result of accidental injuries to employees in the manufacturing gas ami electric companies, is in excess of $40,000,000 annually. While as safety men we may be taking a considerable pride in the low frequency rate that has been obtained, we should not feel too optimistic or complacent. Our present rates do not by any means entitle us to a position among the favored iixlust>es in America. We were 32th in frequency and tied for 17th place in severity among 28 major industries in the country. I thuric the time has conic when we must stop talking In terms of low frequency rates and direct our future activities on sound accident prevention methods toward the lowering of the severity rate which is now 20.9 per cent above the average for all industries In the country. We should direct our efforts in the future to finding the real causes of the serious accidents in oor industry and make recommendations to eliminate them. If wc devote our efforts toward studying ways to dimmalc serious accidents send succeed, we will have contributed a real service to our industry. Recent analysis of 5SJX)0 public utility accidents which occurred over a period of years indicates that approximately 45 per cent of all public utility accidents are due to handling of materials, followed by faffs and tools accidents. This shows that public utility safety work in the final analysis does not vary to any great extent from safety work in other India#tries throughout the country, with a possible excep tion that we have electric contacts and gas asphyxiation to deal with. The study above referred to indicates that out of every hundred accidents in electric companies; 2 persons wHl have been bitten by animals or insects; 10 will be burned, 6 of these besng contact* with electric currents; 5 will be hit by falling material; 32 will be hit by flying objects; 25 will suffer injuries through the handling of objects: 3 will be Injured through the operation of machines; 6 will be hurt by stepping on objects; 9 will be injured by striking objects; 11 will be hurt with tools. The chief cause of lost-tune will result from accident* due to bums and falls. Out of every 100 accident* in gas companies; 13 person* will fall; 2 will be bitten by dogs or insects; 6 wifi be burned; 7 will be hit by falling material; 1 will be injured by gas hones; 23 will be hurt by handling material; 4 will be caused by stepping on objects; 7 will be caused by striking objects; 14 persons will be injured with toots. The chief cause of lost time will be for falls and burns. WEDNESDAY LUNCHEON SESSION October 5, 1932 For the record of tins joint session of delegates of the Public Utilities Sec tion with members of the Electric Railway Section, see page 207 of this volume. THURSDAY MORNING SESSION October 6, 1932 This session convened in the Wardraan-Park Hotel with Roy M. Godwin. Director of safety, Philadelphia Electric Company, presiding. The session was devoted to special consideration of gas interests. Chairman Godwin introduced the first speaker. 566 Twenty-first Congress--National Safety Council Safety in the Production and Transmission of Natural Gas By K. J. EGAN General Stapt^ Pittsburgh Group of Colombia Gas A Electric Corporation*, Pittsburgh The speaker said in jwrt t In our Pittsburgh group f companies all safety activi ties are carried on through various department heads. They are our main vehicles or avenues in accident prevention work. The field superintendent of the produc tion and transmission departments and the district manager of the distribution depart ment is the chairman of accident prevention committees. Accident prevention origi nates m the genera] office through a general safety committee, consisting of a general chairman and five members who are tlte various department heads. From the general safety committee activities are carried to the various division and field superintendents, district roahagers, agents, foremen, compressor station engineers, and on into the 41 units throughout the entire group, each unit with its chairman or sub-chairman as the case may be. Monthly meetings are conducted usually after working hours. In the production department one of the first and vital considerations h the location for the drilling of gas wells. They should be located so Out the necessary material ami equipment can be hauled to and taken from the location with a minimum amount of handling, thereby greatly reducing the hazards incident to the work. Another rmi>ort3Trt matter to be considered before starting a job is the inspection and placing sn general pood condition of all tools and equipment. After the work has started employee* are generally too busy with the details and progress of their duties, and if trot* are not m condition wit! take chances which might have been avoided by proper inspection and repair. And this brings to mind that ever present problem-- the attitude of the employee. Experience has taught us that no matter what safe guards you may place around the job or what precautions may be taken, if the employee does not have the right mental attitude toward accident prevention, it is a wasted effort on the part of the management to try to operate without expecting more than your share of accidents. Employees must be safety conscious at all times. The management provides safe cqmiwnent and must necessarily ftdorcc discipline if accident prevention work is to prove worthwhile. _ In preparing to erect the derrick, the first move is the placing of timbers or concrete inundation sills. The derrick must have a level plumb foundation with concrete footers for the corners if necessary. Next comes the actual erection of the riff structure, which is usually of steel and comes in knocked-down form, being put together with bolts. A safe scaffold is one of the most essential parts of an erection program. It need not .be an expensive job, but should have proper standing room at each elevation. Sound lumber, properly secured and well braced, not only against itself hut against wind storms, would seem to cover the Important parts of this need. In erecting the derrick regular and careful inspections should be as much a part of our work as any other routine, and by paying particular attention to parts that are overhead we believe we have been able to show a rather consistent reduction m the number of lost-time accidents. Special attention should be given to the derrick top. This is the place where the operations are continuous and if not properly safeguarded may spell disaster from a safety standpoint. Tle so-called "Oklahoma top" row used extensively has helped eliminate one bad spot when it is necessary to send a man up to make repairs or adjustments. In some sections, a good so-called "crow's nest" is being erected around the water table. Particular attention should also be paid to the condition of the crown pulley or shaft shieve. Very often these become worn by the wire line and there is danger of pieces breaking and falling parts, atl of which are work ing parts over the heads of employees. Proper safeguards should be erected around Public Utilities Section 567 the flywheel of the engine as well as the clutch, and frequent inspections should he made of all moving parts, such as the flywheel, pulleys, bull wheels, brake bands and the sand reels; a defect at any part of this equipment may cause a serious accident. Rigs should receive careful aad periodic inspection so that all bolts and nuts are kept tight. This U most important -when pulUng casing, as occasionally a rig collapses. Wire lines present the usual hazard from loose strands. The use of standard baiting equipment is recommended and the suggestion is offered that two men should be employed on every machine. Bailing tines should be inspected fre quently as tley disintegrate rapidly after coming in contact with salt water. Numerous hazards are present at all times during the laying of a pipe tine. The toll of hand,, foot and rib injuries is alarming at any time when proper precautions are not taken. The reluctance on the part of some employees to wear gloves and goggles, and the apparent inability of certain of these employees to be able to recognize the danger of not avoiding moving objects, or to be able to make a lift and keep the hands clear of obstructions, or to place skids in such a manner tint they will perform their function safely, reprevents a condition tluU we have to continually guard against. All employees should be warned of hazards and educated before actual construction work begins, not after It starts. Many accidents occur in loading and hauling pipe. These can be avoided with proper facilities; for example, gin poles or other devices should be properly secured and gigr tines installed. In transporting jxpes from the unloading point to the right of way, reasonable aad proper loading of trucks and wagons to prevent load shifting is important. Then too, there is an extra hazard In transporting pipe over and along the congested highways. Proper precautions will guard against accidents and danger to others, such as colUsions with other vehicles, injuries to pedestrians, etc. We have experienced no unusual difficulty with the transportation problem, and it is believed this is due to our education program, which includes a manual on safe driving, proper and periodic inspections of all cars and trucks, and tlie use of re minders which are constantly posted or mounted on the cabs, usually ou the panel board. These cards carry a slogan or wanting on safe driving and are changed monthly. A campaign for the use of definite signs for drivers to designate stops, left turn*, right turns, etc., by mean* of the arm, ha* been in progress for some time. This program has been carried far beyond the company's activities, and wc are now supplying, material to various safety organizations, automobile dubs, and similar bodies outside of our own organization who h*vc made numerous requests from us for this material. Many of the companies have adopted the practice of installing pipe line markers at road crossings. These serve two puriwases^--first, tlrey readily identify the location of the pipe lime for operating purposes, and second, they serve as -warning agents to the employees of the various highway departments, contractors and others engaged in road construction and maintenance. This has particular reference where road machinery is used in carrying eo such activities. The Pittsburgh group Has provided a very simple aad economical pipe Ime marker. It is constructed of junk pipe, Is approximately eight feet long, pointed at the fop, and painted in two colors, the top orange for a distance of approximately two feet, and the balance exposed above the ground I* printed white. Each marker is steadied at the top with the word "gas" and proper identification letters are used to designate the company and tlie size of the line. River and creek crossings, of ocurse, present their own particular problems and are subjected to the hazards naturally present in such instances, depending on the circumstances and conditions in each particular case. At certain seasons of the year there is danger of employees coming in contact with poisonous vegetation, particu larly poison ivy. We know of no way to eliminate this hazard, so the logical way is to prepare for it by making available to the employees a treatment for this 368 Twenty-first Congress--Notional Safety Council iwrticular type of poison. Although accidents from this hazard are not serious, they may become exceedingly annoying, unless close vigilance and good judgment is exercised throughout the operation. Safeguards should be provided lor extra deep ditches, such as proper bracing. So-called ditch jacks are used extensively for this purpose. It is highly important to have good safe equipment on all parts' of the work. The jccmmgly unimportant item of the use of good wrenches is often overlooked, because painful and sometimes serious accidents result from a wrench slipping when a hard pull is being made. After a line is completed and placed in operation, the right of way should be kej*t clear, clean and in good condition, and should at all times present a safe pathway for line walkers or other operating activities. Compressor stations, as a rule, are located in close proximity to gas wells. Usually such locations are in isolated sections which necessitates the hauling of construction material and machinery over long distances. Many tons of building materia! -and machinery enter into the construction of a modern gas compressor station. There fore, only men experienced in handling heavy machinery should do this work. Compressor station buildings, as a rule, are of structural steel and concrete. To provide against the possibility of an explosive mixture being present, electric wiring is placed in conduits and lamps are enclosed in vapor i*roof receptacles. Overbead traveling cranes from 15 to 20 ton capacity are provided for the safe handling of heavy parts, such as the main frames, flywheels, cylinders, etc. Before being placed in ojieratfon. adequate guards sIhhiM be provided, around all exposed moving parts for Hie protection of employees. Safely first signs are posted in conspicuous places about the butt-ding to warn the operators of the ever present danger to one engaged in ibe operation of machinery. Tins also includes llic very important *'m) smoking'* sign. Modern pipe tine cimiwctkina, particularly discharged connections, provide for welded construction, using butt weld sled flanges throughout, with due consideration for the installation of expansion joints, check valves and safety valves. Safety valves arc installed outside the comjwcssor building and set to release at from 10 to 15 pounds over the maximum working pressure of the compressor cylinder. Safety valves should also be provided on tanks containing compressed air for starting purposes. Generators, switchboards, storage batteries, and other auxiliary equipment are housed in separate buildings and removed from the presence o>f gas. Waste or rags used for cleaning machines should be stored In metal containers. Modern natural jsas enjnttcs arc etjuirijxd with an overspeed safety device, consistmy of a spring loaded plunger located m die rim of the flywheel, which prevents speed of an engine beyond a predetermined limit. Safety in the Production of Artificial Gas By GEORGE E. WHITWELL Vice President hi Charge of Sales, Philadelphia Electric Co., Philadelphia, Pa. Tlie speaker said in part: I am in the fortunate position of speaking for a com pany which, at the time of this writing, has not this year had even one lost-time accident of any description in its gas department. With 2,168,000 hours of exposure this department has had no lost-time accidents. Moreover, our yearly figure since and Including 1928 register 95 accidents in 1928, 63 in 192$. 53 in 1939, 17 in 1931, and so far in 1932, none. I do not want to suggest that we m the manufacturing gas industry csura become complacent about this matter of safety. While it is true that the industry as a whole, brought down the total of days lost, due to accidents* from about 253^)00 in the year 1930 to less than 178.000 in the year 1931--still this latter figure suggests there is quite a lot of smoke left for our preventive activities: 178,000 days add up Public Utilities Section 369 very close to 500 years, However, figures are not the proper medium in which to express the true nature of our safety problem; for it is a life problem, a problem of human frailty,* a problem of flesh and blood. " I might give you several instances, taken from our own experience, which would paint for you the sad character of Industrial accidents, with all tbeir pain and suffering to the individual, economic at>d other losses to the bereaved family, and money costs to the industry. But you are all familiar with many cases of this kind. Tliey cannot fail to move us deeply as human beings. Our responsibilities require, however, tliat tlvey shall move us also as executives, charged with the Iveavy duty of keeping the wheels turning--of keeping five plant functioning at maximum efficiency. Since the days of the old hand-operated gas generator sets there have been many developments which have made them more efficient and safe to operate. A gas maker operating one of the old type sets had to do everything by hand--throw the valves, turn on the steam at the right time, admit so much oil during the proper part of the cycle and regulate the air--all in the right order. Of course, he should have known how to do it and should not have made mistakes and thrown the wrong valves. The operation, however, was entirely dcjiendent upon the human element, and where that is the cose there is always a possibility of error. Then, too, throwing the* stack valve involves considerable physical strain which has injured many a gas maker. Today all of these operations are generally automatic, although any one operating a set should be familiar enough with the cycle to know how to do it by hand. It was a natural step from the old coke "buggies'* which had to be wheeled out into the yard, and loaded, taken up to the gas floor on an elevator and dumped into the coaling door, to the modem skip hoist, overhead storage bin and charging lorry. AH heavy labor of tugging out the buggies and ordinary elevator hazards have been eliminated. The men are no longer required to stand close to the coaling door while the charge is being dumped from the lorry as they were in the coke buggies- Thus they can keep a safe distance away from any flame that might come over the top of the generator and in this manner prevent leg burns. A safety lock on Lite coaling doors and a change io design of the device for tightening the doors on their seats, have made them much safer than they were when bolt and cotter bars were used. The mechanical generator with automatic clinkermg has eliminated many minor injuries which the helpers sustained while cleaning fires. Formerly, tbc clinker doors at the base of the generator had to be opened and the fire pulled out on the floor. Arm, leg and foot bums were quite common; also, every once in a while someone would be Injured, being struck by a sledge or a bar used in breaking up the clutters in the bed of the fire. It was always necessary to be sure tliat doors were made tight when they were put on again, for if a set was started and a door leaked, anyone passing the base of tiw generator might be very seriously burned. The mechanical generator has done away with fire cleaning. It las brought with It both solely and operating savings. Another safety feature on the modem automatic set is the "stop button/1 There can be any number of them and they can be located in any convenient place. Just press the button and the set shuts down. The old time gas maker used to guess his heals by looking through a sliding glass. This caused eye strain and sometimes eye injuries as the glass was frequently broken. Modern pyrometers which record heat automatically cm charts eliminate this hazard entirely. *. Explosions in blast mains used to be quite common and very destructive. One 36-inch main blew' out the entire length of 150 feet from the set to the floor and put a hole through the roof because the blast valve did not seat properly. When the stock valve was closed the gas backed up into the blast main throtqgh the valves which didn't seat and the explosion resulted. Today there is a damper and a valve in the blast line which work together and the section between the two is vented to the atmosphere through a clamper controlled vent. This vent is open all the time 370 Twenty-first Congress--National Safety Council the blower is shut down and gas is being made on the set. thus making it impossible for gas to get back to the blast main. In some cases in the past, blast mains were made of cast iroo, laid under ground, and were not equipped with explosion or blast heads. The crown of a holder has been known to cave in due to an internal corrosive action. Cyanogen or sulphur may form a diluted acid that will attack the metal. One time the crown of a holder caved hi and the wind carried the escaping gas a full city block to where a man was operating a charcoal burner. The gas ignited and the man was burned to death. Now the plants are provided with equipment to remove these elements from the gas and tests axe made regularly to be sure that they are being removed. A number of years ago, it may not have been considered a very serious nutter to blow a holder seal, but today, in a well managed company, anyone responsible for blowing a holder seal may consider bimsdf very fortunate if he isn't discharged. Tlwre may be no damage and the loss of gas may be negligible but the possibility of serious damage is so great tint a company cannot afford to take a chance mi the responsible employee. Modern plants may be equipped with automatic alarms that warn the operator of the holder's approach to the limit. The old center seal purifier boxes were always a hazard. Whenever the bade pressure built up the seat would blow, then the Bow of gas would have to be cut down or shirt off entirely and the seal filled wp with a stream of water'. The boxes were housed in a building, so it was a serious rqatter wlrcn the seal blew because the building as a rule was not very well ventilated. When a box was to be changed the lid would be removed and the box allowed to vent to the atmosphere before tbe men went in to work. Some of the boxes were filled with a wet seal ltd which would also blow occasionally and have to be filled up again with water. All new purifiers are built out in the open and are made to stand higher pressures. The manner of taking a box out of service, cleaning it and putting it back into service is being given considerable thought at the present tune. Some boxes are completely flooded with water before befog opened to the atmosphere. A practical system for purging the boxes with inert gas is being developed. Steam is no longer considered a safe purging medium. In some cases jobs were turned over to a foreman to do and were not given proper supervision. In all probability dte foremen were good workmen but were not nec essarily aware of the seriousness of tbe hazard involved and were willing to take a chance The salesman has a powerful ally in all of you safety folks. It is very valuable indeed to know--as one sweats over contracts and calculates jrriccs, balances known factors against hopeful suppositions and tries to make them come out right--tliat one has an intangible force working with him, cutting the cost, doing the job better, creating a friendly public attitude--giving one a margin which he cannot put his finger on but still knows with certainty is there. It is a demonstrable fact that safer methods of work have never failed to reduce the cost of doing the work. Safety in the Distribution of Gas By HUGH L. PEDEN Superintendent of Heins, Consolidated Gas Company, New York City The speaker said in part: We believe that one of the first requisites of a success ful safety program is the training of employees to be alert at all times; to be ever watchful for the pitfall* that lurk and cause unexpected casualties and to use numerous articles and devices provided for their benefit and protection. Tbe training of employee* includes instructions in tbe prone pressure method of artificial respiration. All employees assigned to emergency ears receive instructions Public Utilities Section 371 in the operation of the Drinker mechanical respirator. All employees assigned to street work are assembled twice a year to listen to safety talks presented by well qualified speakers. As a further aid for the protection of the workmen, special in spectors conduct regular inspections of all mechanical equipment, tools, implements, devices and the general safety condition maintained by the foremen during the progress of the job. .. Tool charts are designed and built with certain safety features in miud. The ravers when once raised cannot be closed unless the supporting features arc physi cally released. Three legs, two In the rear and one in the front, hold the cart in a horizontal position and by the proper adjustment of the front leg tbe cart is made rigid, preventing it from swaying while being used as a work bench. Sliding trays and numerous compartments give the workmen much trouble and possible injury. These carls not only serve as a convenient method of carrying tool* while in trans portation, but have also found favor as an object of protection for the workmen. They are placed against the flow of traffic alongside of an excavation in which the men are working and form a very substantial barricade. Among the numerous de vices and articles supplied for the workmen ore respirators, fresh air gas masks, safety belts, first-aid kits, fire helmets, heavy buckskin gloves, goggles, gads, safety shoes, and glasses with special ground lenses for blacksmiths. We feel that many accidents have been avoided wl>en handling heavy materials by tbe extensive use of mechanical equipment such as universal cranes and air motor hoists extending from overhead trolley mountings. In places where men are grouped together, working eondltiotis can be node safer by the proper arrangement of materials and equipment. In our welding shop we have reduced the number of accidents by concreting the Boor, giving it a smooth clean surface upon which to build up the pieces without danger of their toppling over. Stations have been installed along the two sides of tbe shop and the oxygen and acetylene cylinder* are securely strapped to the wall. To keep safety ever present in the minds of our workmen, a committee was formed during 1930 and became known as the "Distribution Department Safety Committee." The engineer of distribution appointed to serve on this committee tbe assistant engi neer of distribution as chairman; he in turn appointed certain superintendents as permanent members. The safety director of tbe company, by virtue of his position, became a permanent member. At one time, a district foreman from each of the several divisions of the department serves on the committee, attending as often dining the year as the entire list of district foremen permits. Gang foremen and job foremen also serve as regular members of the committee at least once during each year. Tbe committee meets regularly once each month. All employees having had lost-time accidents two months prior to the meeting are required to appear; they arc asked to state the details of their accident, this in addition to facts ascertained in tbe accident report and Investigation at the time of the accident. The men are encouraged to state what they have learned by their experience and to give any Ideas they may have on prevention of similar accidents. Their mistakes are tainted out to them by the comanttee. Such proceedings are certain to uncover from time to time defects in materials and operating procedures which should be corrected. Tbe committee in such cases issues orders for such corrections or makes recommendations to the department execu tive. In many cases, experimental investigations are deemed advisable to correct faults and special committees are appointed to look into these matters and report back to the central committee with such recommendations as they may think proper. Protection for the public within our territory is important and we have specially trained crews assigned to seven emergency stations maintained m the Burroughs of Manhattan and The Bronx. The cars are equipped with tools and appliances ordi narily required in handling the average complaint. During the year 1931 these crews responded to 26.162 calls of which 1,456 were for resuscitation apparatus and 5,588 were for fires. 372 Twenty-first Congress--National Safety Council In the construction ami maintenance of the main system, certain methods of operation have been adopted which we believe tend to make for safe practice. All new mains arc purged with inert gas from the exhaust of gasoline - motors or on short stretches by the use of bottled carbon dioxide gas. Mains taken cot of service are inerted and if in congested areas are filled with an expanding mixture of con crete, thus eliminating art underground channel through which foul odors or gases might otherwise have escaped from their source. When preparing to remove a section from the larger size mains, an embankment of earth at least 12 feet long is left between the work hole and the air excavations for the stoppers. The embankments serve as a fire bank or protection against fires being communicated between the work hole and the excavation for the stoppers. Since it is very essential that as little gas as possible escape while tapping boles in the main, an air powered tapping machine provided with a positive safety attach* ment is used. By the use of this machine holes may be drilled, tapped and plugged without the escape of gas. To Insure the making of good clean annular cuts in the pipe without causing sparks or splitting the pipe, patented cutters driven by air motors are used where conditions will permh. Stray electric currents are carried around the section to be removed by the installation of a bonding cable winch is rubber insulated. Preparatory to the removal of the section of the mam carrying gas at a normal distribution pressure, the Row* is stopped by inserting stoppers, three being placed 04i either side of the section to be removed, this number being usually sufficient for a good shut-down. Two are placed in a separate excavation and one in the work bole. The stoppers arc held firmly in {dace by wedges driven into the tap hole against the liandles of the stoppers. Men are always detailed to watch the stoppers while in me. Between the two outside stoppers in the separate excavations on cither side of the work hole, a vent pipe is installed which serves to reduce the pressure build-up. All vent pipes are fitted with an outlet for a pressure gauge connection and arc provided with a valve and safety head. Pressure variation between the outside stoppers and the Here pressure on cither side of the work are carefully watched and if the pressure builds up between the stoppers it is released through the vent p!jc. When an occasion arises for stopper work on transmission mains they arc pot out of use while the work is in progress. Usually it Is possible to shut one or more valves at each end. The procedure of preparing for the removal of a section of tlie main is the same as described for distribution mains, except that another vest pipe is installed between the outside stoppers and the closed valves, and is toed for reducing the build-up pressure on the line. An effective method of disposing of the gas passing the valves, rather than to permit it to escape tlxough the vent pipe wft tlic atmosiihcre, is by means of a small connection to a distribution mam. TfaS* method also has the advantage of permitting the gassing out of the new section at the completion of the work with low-pressure gas. Before the section is removed from the main the space between the inside stopper is purged with an Inert gas to prevent any possibility of fire or flash back occurringAfter the new section is placed in the line, the air between the inside stopper h displaced by the me of an inert gas and finally the inert gas is purged from the section with gas. For checking the completion of the purpc from merf ga*. a modified Wolf safety lamp is used. Engine and valve homes are built with special methods of ventilation and are physically Isolated from boiler rooms. All electric fixtures are vapor-proof. mdu< ing portable plug lamps as well a$ battery hand lamps. Guards are placed ** running machinery, and engines that are connected by bdts or by flexible rope couplings to die driven units are provided with automatic stops set to trip at a speed well within the limits of safety. All stairs are provided with safety treads mi handrails are placed at exposed places. High tension electrical apparatus at the Public Utilities Section 373 Holder station is placed m vaults or rooms that are kept kicked and are only entered by certain designated persons. Two gas masks of the selii-contaMKd type are kept at all stations. Guards protect die water glasses oa boilers and high and low water alarms are installed on water columns. Where possible, handrails and guards are placed at exposed locations oa the holders. A scale indicating the height of holder is attached at a convenient place and daily checks arc made on the depth of the holder seal. In governor pits, ventilating ducts are carried from the bottom and top of the pit to posts in the sidewalk. Ho electrical fixtures are installed, vapor-proof battery and lamp* being used for lighting. One man always remains at the street level when anyone >( in the put. A gas mask and rope are available at street level should they be required. All governors installed in pits are waterproofed throughout. THURSDAY AFTERNOON SESSION October 6, 1932 This session was devoted to electric problems.. A. A. Oldfield, Wisconsin Power & Light Co.. Madison, Wispresided as special chairman. He immediately intro duced the first speaker. ^ Typical Electrical Accidents, Their Cause and Prevention By PAUL R. KUHN Safety Engineer, Perm Central L%bt and Power Co., Altoona, Pa. Tlte speaker said in part: One of the most difficult things for the average human being is mental concentration. It is particularly so today when there are so many complications and added diversions In Hfc. These comments may lead us to the question as to just what effect the mind and traits of individuals may bear upon accidents. Moat of us know from using our accident report forms that practically the only information we get on accidents arc the physical circumstances surrounding the occurrence. Useful as this information may prove to be in determining dte cause of an accident and in adoiitmg the acces sary preventive measures, it does not give the full* story. Back of every physical action there must be some mental action; therefore, if we are ever to get to the real cause of accidents we must give some consideration to tliese mental actions or causes, because basically our preventive measures must start with them. What are some of these mental causes of accidents, and itow do they develop and how do they actually tie in with accidents? Basically, the mental causes of accidents can be attributed to the unguarded mind, which has as its elements ignorance, pre disposition, inattention, depression, and preoccupation. Analyzing the ekfhents enter ing into tiiis unguarded mind further, we find that individuals have such mental traits that tliey may be properly classified under different states of mini The following cases may properly be classified under different states (if mind: Tbe Parried Mind. (1) An employee goes in and puts 110 volt test lamp across 2300 volt bus with result that he receives severe bums. Public accidents in many cases arc due to some type of ignorance or lack of understanding. (2) An employee of a company has been given work in a number of places but each tbwe he foils to discharge his responsibility. With every change hi place he gradually is shifted on down to places of less responsibility, until finally he land* in a place where his supervisor feels that he belongs. He gets into trouble there and an accident tms up. After checking back over his record and ability it is generally agreed that be just don't fit into any picture because he is deficient mentally for way week with companies. He has had four accidents in two years. 374 Twenty-first Congress--National Safety Council The Mteguidod Mind. (1) A sub-station operator is hired. He is placed in a sub-station and apparently does very good work under ordinary conditions. Sud denly a storm develops with considerable trouble on lines and equipment Despite the fact that operator was wdl schooled be failed to function on time and made error in switching. He lacked proper balance under emergencies. (2)An employee is operating an automobile. He comes along an intersecting road carrying direction, slow and stop signs. He has to make a right-hand turn at the intersection to get on the proper road. Instead, he comes right through and crashes into a car on the main road. He probably saw signs but there was no re action. The Stubborn Mind. (1) A miner is mining coal with another man. The second miner points out a dangerous condition but the first miner says the condition is okeli. He goes into the working space and a rock fall catches him. (2) A lineman goes up a pole which should have been properly guyed. The pole topples over and lineman comes down with it He escapes with slight bruises. Upon inquiry of lineman as to how he got out frocn under the pole he replies: "That is easy, I have done that many times.*' Investigation showed he had bad leg from previous similar accidents. (3) A foreman issues instructions to crew to ride inside of truck. The foreman takes his seat with operator in front and they start out to point of work. One employee, finally deciding that be needed more room, gets over on side of truck and sits there with Ms feet extended oa outside. Another truck comes along in opposite direction and gets over too close, stcic-swtping the truck and breaking the employee's legs. The Involuntary Mind. (1) A lineman is doing work on a pole and has wires well covered with protective equipment. Feeling that he is well protected, be grad ually gets up in a position above live wires and equipment The Job Is about com plete and he decides to take off protective equipment, still retaining bis position. After removing some of the protective equipment his climbers cut out and he falls into live wires and equipment. (2) A foreman gets an emergency call and jumps into his car, anxious to get to the point of the trouble. His anxiety causes him to speed his automobile up be yond si/e driving, and in rounding a curve he loses control of the car ami crashes into another automobile. The Diverted Mind. (1) A crew is painting a substation structure carrying a 13,200 volt fine and equipment. A lineman is over on one side of the structure while two other linemen are working on the structure back of him and below. The two linemen get to talking about the Lindbergh kidnapping which excites the attention of the otfxtr lineman. This workman, having Ms own ideas on the case and bring interested in the conversation, turns partly around to listen and talk to his fdlow workmen. Alter a few minutes, his position bring uneasy, be starts to change it and being distracted bumps Into a live 13,200 volt disconnect switch. (2) A ItncTTum was made a foreman. Another lineman resented the advancement and determined be would 'break" the new foreman.* He carried this feeling of resentment with hum until it became an obsession. One day the foreman advised the lineman to straighten up some metal braces. He resented getting this job but went to work with a heavy hammer in straightening it. The metal chips were flying around him but the use of goggles never entered his rorod Suddenly a sliver or metal struck him in the eye. A Troubled^ Mind. (1) A lineman leaves home in the morning after a little trouble with his wife. Shortly after he gets on the Job the foreman assigns him to scw>e work on a pole. Going up the pole, his mind is still on the trouble with Ms wife. Getting to his point of work he throw's safety belt around pole and straps it to D-ring. However, the spring was a little weak in the snap and with Ms mind on the home trouble he does not check to see if snap Is tight. He is working only a few' minutes when he tumbles to the ground. Public Uiitities Section 375 (2) An apprentice lineman is going to marry a fine girl. The members of the crew being aware of this, have been joshing him rather hard which has worked up a nervous condition in his mind. Ho is just not himself. Near quitting time at noon, he was up on pole helping another first class Imemah and as they were about ready for lunch the older lineman started to joke -with him. Not bring him self he starts down pole and cuts out, due to shortness of gaff and nervous tension, landing on a concrete pavement where he fractured his right ankle. The Physical Mind. (1) A crowd of workmen staged a Mg party at Smiths home--Mrs. Smith being away. A couple of quarts of "moon" are secured and everybody has what they regard as a good thne. The gathering breaks up about I o'clock but some of the boys get home at three in tSe morning. The call to duly next morning foond half the crowd on the job and a Mg case of trouble to get cleared up. Smith, who was undoubtedly one of the best men, was still feeling more than mdisjwsed, but he thought he would stick the day out. The crew was slipping a new pole into the ground with Smith on ooe of the pikes. Suddenly his pike slipped and the pole turned around and fell striking another workman on the back. (2) Harrison had worked in the garage for five years. The illumination and ventilation was not of the beat and it started to bother Mm. Hts eyes gradually got worse. One day he was doing some work on an automobile and isot bring able to see well, took off his goggles tn do the work. While striking away at ooc of the parts a stiver of metal struck him in the eye; The Tired Mind. (1) Sampson has been with the company for five years as a patrolman. He has worked the same territory and the reports from hra were al ways okeh for the lines. One night a trouble call cooes in about time bring down in the vicinity of a small town. Investigation disclosed a boy had been shocked and that the line conditions should have been noted previously by Sampson. A check-up on Sampson showed that be had patrolled the line regularly but apparently the rendi tion had escaped bis attention. This seems to be the result of monotonous conditions of routine and ccafinme work. (2) A crowd oi linemen had been out for 24 hours on a "line break.** There was still some distribution work to be done when the crew came in. The foreman asked the crew bow many could stay on the job. Hairy, a lineman needing some extra money, decided to stay through till the end. He was sent out to cot a primary tine free. Taking Ms rubber gloves and protective equipment with him and reacitlng the print of work, he started up pole with his robber gloves in his bag. He was wearing his working gloves and he took one look at the job ahead of him as he got dose to the point of work. As the job was a simple one and bring tired, he did not bother to put on his rubber gloves, but merely took his pliers and started to cut the primary wire. There was a flash and be was caught. A supervisor should know whether a man 5 ignorant, inexpe* fenced, mentally deficient, his reaction time, his sense of balance, his attitude, bis trustfulness, his willingness to accept instructions, and his habits. He should know whether he Is worried, nervous or has been drinking. He should be able to recognize fatigue in a man, depression of Ms spirits, and the effect of environment on his mental state. Above aN, a supervisor should not only know the importance of these features but should have the ability attd character to act efficiently. A Typical Electrical Accident By HOY M. GODWIN Director of Safety, Philadelphia Electric Co^ Philadelphia, Pa. The speaker said in part: The story wliich I am about to relate is an excellent example of a chain of events which may cause Injury or death to a man who fails to use the proper precautions while working on secondary voltages. This story is true in all of its details. 376 Twenty-first Congress--National Safety Council During the rearrangement of a secondary circuit, a line crew was engaged in removing an old three-wire, 220 volt service which had been replaced by a new service. Although the old service r*o longer fed the factory, it was still energized. This service, energized from a transformer hung on a pole, crossed the street and was secured to a service bracket on the wall of the factory. From this bracket the three wires extended to the service pipe and then into the building. ' The foreman of the crew instructed a lineman to climb the pole and remove the service wire. He instructed another lineman to cut the service free from the wall of the factory and remove the service bracket Tins man placed a ladder against the factory wall, to the left of the service pipe, and mounted it to his working position, which he reached before the other lineman liad climbed to his position on the pok. ,, Standing on the ladder about 10 feet above the ground level he cut the three conductors between the head of the service pipe and the service bracket, using a pair of pliers, the handles of which were wrapped with tape. He did this without feeling any electric shock, because the wooden ladder provided sufficient insulation from ground. He was riot wearing rubber gloves although he-did have on a pair of leather gloves. He then leaned toward the right to cot the wires between the service bracket and the pole. To reach these wires he swung over tlie right rail of the tedder in an unbalanced position, and put the toe of his right foot against the wail, with the outer edge of the shoe wedged against the service pipe tu order to balance hit weight. When he attempted to cut the first wire he received an electric shock. His foot in contact with tl*e service pipe completed the circuit to ground. Let me repeat that be had his foot against the grounded service pipe and he was not wearing rubber gloves, but was depending for protection upon the insulation tram r 'tod provided by tbe wooden ladder. Although this roan received only minor jctric shock and burns from his rantact from the energized wire, die sliock cat d him to loosen his hold on the tedder, and he fell about ten feet to tbe ground. At the hospital His injuries were found to consist of minor electric burns, a few lacerations and bruises, and a badly fractured kneecap, this tedder injury causing a loss of 80 days. FRIDAY MORNING SESSION October 7, 1932 This session was devoted to a discussion of telephone and telegraph problems and was presided over by Special Chairman D. W. Wait, General Plant Employment Manager, Western Area, The Bell Telephone Co., of Pa., Pittsburgh. Under the general subject "A Modern Method of Accident Prevention,*' tbe period was largely given over to a demonstration and explanation of methods presented by \Y. H. Rennie. The Conference Process and Some of Its Features and Possibilities By W. H. RENNIE Illinois Bell Telephone Co,, Chicago, DL The speaker said in part: In actual practice, the purpose of tbe conference will generally determine the extent to which It is desirable to use the conference principles. In achieving the full purpose set up for any given conference, consideration should be given to the degree to which those in the group can participate in tbe formulation of conclusions, as the experience of the group members, which is related to the problems or questions presented for group consideration, forms the principal basis for discussion. This degree of participation varies with the existing need for insur- Public Utilities Section 377 ing that the conclusions which individuals hold after the conference arc based upon complete understanding of the whole situation, ^ The full use of collective experience in a conference group infers that each indi vidual will think out his own solution of the problem and put Iris thought before the others for joint consideration. This joint consideration results in a modification of personal viewpoints which, in turn, stimulates additional thinking and a corre sponding growth in individual understanding. The degree to which each is stimulated depends upon the extent to which the individuals of the group share their thinking through discussion. The collective thoughts in a conference should be more complete than those of any individual in the group, hence tlic collective conclusion should be sounder than that of any individual in the group. The conference group may be salrl to form a cross section of current thought on situations and discussion in tlie group is really a venture in cooperative education , 1. Individual views are generally colored by personal interests and desires. Indi viduals are inclined to empliasfee features which favor this personal interest or desire and depredate those which threaten it. 2. Individual views or convictions held may be changed through the acquirement or acceptance of additional facts, knowledge, or experience. 3. Individuals are generally inclined to the acceptance of dictum from an authority m a Held outside of their own personal experiences and to reject conclusions drawn from the experience of others which are in conflict. Recognition of these factors and proper allowances for them should be made itt any group where conclusions are to he arrived at, or where expression of views Is desired. In considering Uiese factors the first and tlurd limit die acceptance of features under the second, which would tend to make the changing of views ur lomiciion easy. Individuals who place undue emphasis on their own particular interests, or who value their own experience highly, tend to follow these cliaraclemtics in all situ ations, hence it will be difficult to secure acceptance of new fads and opwiinm which will modify views and convictions. Conversely, individuals who have less vivid self interest, or who place a more tempered value on personal experiences will usually be more open to acceptance of new facts and viewpoints. Individual* can and actually do change their viewpoints and convictions in thU latter situation generally, however, through persona! conviction or incorrect inter pretation of their own personal experiences; Results will vary, therefore, from passive acceptances with incomplete under standing of the reasons or necessities for the decisions Co complete uwdersitaHdiMg and acceptances by individuals of the group conclusions developed as their own out of conflicting interests or desires. Conferences are of two distinctive types. They may be designated die bifprnm- th* type and tbe etrijuxtive type The first deals with a group that is facing the same problem with a similarity of collective experience ami with viewpoints varied enough to modify old ideas and formulate new- ones. Generally, tlrere is no con flict of interest im the particular subjects which aic lo be discussed and as a result there is no reluctance to have every viewpoint fully presented tiiat might have a possible bearing. The second type deals with a group that may have the same general experience but who have what appear to be conflicting interests to reconcile. In addition, the individuals often represent different groups, each of which may have different in terests. The conference principles may be applied to either of these types, and the method of application will be fundamentally the same. In considering the discussion itself, there are four principles which. If followed, make group thinking easier to achieve: 1. There should be a cororooti understanding and agreement on the subject, and especially on the sjwcific feature under discussion. This will greatly aid, confining 378 Twenty-first Congress--National Safety Council Ihe discussion to worth white contribution and will avoid the expression of many extraneous viewpoints. 2. All views, opinions, and facts which have a hearing on the topic should be drawn out and the group must be made aware of the significance of the expressions and attempt to evaluate the importajscc of and give proper weight to those views that may be in conflict. Ample opportunity mast be provided for the careful con sideration of all of the facts and viewpoints that form part of a complete under standing of the subject under discussion, together with a chance for expression of view on solutions or conclusions that might be offered for group adoption. Funda mentally, this principle has for its purpose the building tap erf a composite viewpoint which measures and weighs all the collective factors as against the more limited viewpoint artf factors possessed by the several individuals in die group. 3. This principle involves the reconciliation of individual views and conclusions to a point where a conclusion which properly weighs each contribution can be silted so that it is acceptable to all. This principle also involves the crystallization of the. group thought is it Is made and considered and its officio! expresston for reconsideration by the group in order that a complete tmderstandnng and agreement of the meaning may ensue. This crystallisation being official, insofar as the group is concerned, comes logically from the group leader. 'Unanimous acceptance of conclusions is not always achieved. 4. In the case of the fourth principle, a generaliraticn is called for, which re lates the specific conclusion to other conclusions, etch of which has a definite rela tion to a general field in which it. as an item, belong*. Hence, there is a need for working in the composite conclusion to form a part of a complete structure ratlier than to permit it to remain an isolated, unrelated conclusion. The logic of a group t* that of several individuals combined, hence these support ing conclusions which are part of the whole must be fully discussed by a group when an individual through his own logic must be permitted to accept Or reject them by his own decision. Therefore, it is a mistake to consider the process as covering in one application the whole range of conclusions which caused the group to be called together. To sum up. it may be said that the conference process as an educational pro cedure is primarily directed toward helping the group members organise the knowl edge which they possess, and to help them aetpshe the habit of constructive thinking retailve to their responsibilities and problems. A conference discussion when properly directed stimulates active dunking. The conference gives group members an oppor tunity to think through problems for themselves, and when a group actually thinks a problem through and arrives at an intelligent conclusion, as a result of their own thinking, they arc sold on the ideas developed in the conference and are usually ready to cooperate in putting them into practice, ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Quarry Section Officers 1931-32 General Chairman--Johk PaiHcr, Stewart Sand and Material Ox, Kansas City, Mo. Vice-Chairman--War. M. Axwtws, Lake Eric Limestone Co., Youngstown. Ohio. Secretary and News-Letter Editor--V. P. Aheark, National Sand and Gravel Asso ciation, Washington, JD. C. _ Chairman Pester Committee--K. F. YoTTEt, The General Cruslied Stone Co,,, Easton, Pa. ^ Chairman Publicity Committee--], R. Bov, National Crushed Stone Association, Washington, D. C. Chairman Statistics Committee--W. W. Adams, United States Bureau of Mines. Washington, D. C. Members at Large-- R. E. Coc.vtu.c, United States Gypsum Co,, Chicago, 111. Orrro M. Graves, The General Crushed Stone Co,, Easton, Pa. NbftUAH G. Hough, The National Lime Association, Washington, D C. S. M. SHAU-Oboss, American Lime & Stooe Co., Befkdcnte, Pa, A. L. WowaEH, The Connecticut Quarries Co., Inc., New Haven, Conn WEDNESDAY MORNING SESSION October 5, 1932 For the record of this joint session, with tha Cement Section, see page 152 of this volume. THURSDAY MORNING SESSION October 6, 1932 The first session of the Quarry Section convened in tiie Slwreiiam Hofei with V. P. Abeam, Secretary, National Sand and Gravel Association, Washington, D. C , Secretary of the Quarry Section presiding in tire absence of General Chairman John Prioce. Acting Chairman Ahcarn welcomed die delegates, rend several brief letters from the General Chairman and others regretting inability to be present and also presented a brief report of the statistics committee, as prepared by W. W. Adams, Chairman. This report in part was as follows: "Employment tn the quarrying and related industries was more than 30 per cent lower than the previous year's level, according to records covering identical com panies that were active in Hoth years. These companies represented 9,3O(UJ00 man hours of employment In 1931. Acddeftt frequency at these plants was reduced about 379 380 Twenty-first Congress--National Safety Council $ per cent. Accident severity increased in 1931, but the rates are hardly ormiparaMe because they are too greatly influenced by an increase or decrease of one fatality. The number of man-hours worked during the year declined about 25 per cent." The acting Chairman then introduced tle first speaker. <juC.r p cl-V s. 1* The Determination and Control of Compensation Insurance Rates By WESLEY M. GRAFF Director, Safety Engineering Division, National Bureau of Casualty ft Surety Underwriters, New York, N. Y. The speaker said in part: In workmen's compensation insurance, the unit of protection (from the standpoint of the assured) and the unit of exposure (from the standpoint of the insurance carrier) is not the dollar amount of payment promised or the dollar amount of protection provided. The trait is $103 of the assured's payroll. Let us assume (hat the payroll of a given assured has been determined We have then established one of two factors, the product of which will be the cost to him of Mi compensation insurance. We need a rate, a. factor hi dollars per hundred of payroll, bywhicb that payroll can be multiplied. That rate should be a measure of tbc protection which that assured is buying, a measure of the amount which his carrier wifi pay to his employees on his behalf, a measure of the services which his carrier will render to him and for him. a measure of all the various costs for which Ite substitutes the compensation premium. In Its essentials, the existence of workmen's compensation mswmncc means simply that a certain unit of society has decided lltat an injured employee must be given certain inedica! care, certain hospital service and a certain wage income white he is incapacitated. It has decided that tbc dependents of a workman killed in the course of his employment roust be given certain financial support Obviously, then, the cost of those compensation measures and the cost of their administration will vary with the number and severity of accidental injuries and with the number of injuries resulting in death. Obviously, too, those injuries and those deaths result from employment in known establishments and the amounts paid to cadi workman in jured and to dependents of each workman killed pitas the cost of administering those benefits, could be assessed directly and solely to his particular employer. It ought seem logical, therefore, that each employer should pay, solely and directly, the costs created by the accidents and deaths resulting from the operation of HU es tablishment. - This Is not practical nor desirable, however, except in very large establishments. Something like 97 per cent of the industrial establishments in this country employ less than 250 persons. Only about 1.4 per cent employ more than 500* persons. If each employer was assessed each year for the compensation costs created by the operation of hi* establishment alone, without regard to its size, we would add another element of chaos to industry. The accident experience of an Individual employer is obviously subject to extreme fluctuation from year to year The Indi vidual assessment tdea might leave hun opulent in one year and slightly more than broke the'next. By introducing U law of averages, however, the erratic accident experience of a single employer for a single year is thrown into the pot with his own accident ex perience for previous years. Into that same pot is thrown the accident experience of many other comparable single employers for several single years. To that mix ture of employers' accident experience, expressed in terms of the lawsuits paid by their carriers, are added the appropriate gobs of insurance carrier experience in Quarry Section 381 tbc payment of certain expenses. This strain represents the experience* of many carriers for several years, not simply that of one carrier for any one year. Out of that pot then conies a compensation rate consisting entirely of the experience of the past, but which can be used for an estimate of the future when it has been actu* anally adjusted up or down to be in tunc with toe times. The operation of these statistical ami actuarial pots in which the materials for compensation rates are collected, mixed and brewed, is not in the liands of any insurance carrier. Their operation is conducted by the National Council ou Com pensation Insurance. The primary functions of tbc National Council arc the col lection of past experience from its members, the correlation of such data for rate making purposes and live development of rules, classifications and merit rating plans for use In the application of such rates. By pooling their Individual experiences, the carriers are able to accumulate a very large volume of data, from which reliable and equitable rates may be developed for their mutual use. Then. too. it is much more economical to centralise all of the expensive statistical operations necessary to develop equitable rates. Standardization of rate making methods and fair com petitive practices in connection with the actual application of the rates themselves, is possible only through the existence of a central organization. The Council also acts `as a clearing house for all information and advice regarding compensation in surance. That sounds vary much as though it would tend to eliminate competition vn rates, or price* per unit, .between and among casualty insurance carriers* And that, to fact, obtain* exactly that result. Each type of industry exposes its employees to a greater or a lesser hazard inherent to that industry. Each type of industry can. therefore, be expected to produce and does produce an accident experience and a resulting accident cost peculiar to itself- It is, therefore, necessary to make a separate compensation rate for each major industrial occupation, or for cadi major group of occupations analogous to each other. There arc at present some 700 separate compensation classifications. . The compensation rate which comes out of this pot of mixed experience is a basic, or "manual." rate applicable to a certain classification In a certain state. It is, In a way. an expression of the average hazard existing in that industry .and in that state. It Is applicable without serious error or serious injustice to all the smaller establishments whfain Us scope, for no one of those smaller establishments has furnished a volume of experience sufficiently groat to deserve separate credibility. It is, however, not properly applicable to the larger establishment, each of which supplies a relatively large volume of experience, until it has been modified, up or down, by the actual individual accident cost experience of the establishment in question. That modification is accomplished by means of a merit rating plan known as "experience rating." In general, that plan recognizes by a variation from manual rates the good or bad experience of the individual employer, the extent uf the recognition deerearing as the annual premium based on payroll increases (the amount of the payroll serving as an Index to the volume of experience) until at an annual premium of $20,000 the manual rate ceases to have any practical signifi cance, the experience of the risk itself becomes permanent, and the risk become* "self-rated." As a crude example, let us assume that the John Jones Company, a manufacturer insured In the Whooris Casualty Company, has an annual payroll of $10,000 and earns a compensation rate of $1.00 per hundred of payroll. The premium will be at toe rate of $100 per year. The compensation rate assumes that the $100 premium will pay $40 in "expenses* and $50 in "losses" resulting from accidents. The carrier can make a profit, maybe, by Investing the funds paid to It in the form of premiums and which it is allowed to hold for a time until expenses and tosses must be paid. In general, then, 60 cents out of every dollar paid in compensation pre miums goes to pay for the medical treatment of injured employees, to meet at least 382 Twenty-first Congress--National Safety Council some wage income to employees incapacitated by accidental injur}', and to provide a measure of financial support for the dependents of an employee killed in the course of his employment. Sixty cents out of every doltar chargeable directly to the cost of accidents. Add to this even a part of the cost of claim adjustment, the settling of claims arising from accidents, add that part of the cost of carrier home office administration created by the occurrence of accidental injuries to the assured's employees, and you have a nice hit slice, an overwhelming majority, of the cost of compensation insurance which depends entirely upon the number and severity of industrial accidental injuries. The answer is so obvious that it hardly needs repetition. Reduce accidents and you will rednee compensation costs. 1$ your plant is relatively large, if you fall in the experience rated class, the rate you pay for compensation insurance depends to a very great extent upon the degree to which you are able to control accidents in your own establishment If your plant is relatively small, the cost of the accidents occurring in it goes to swell the total, of which you pay your share. To all of you, to a greater or lesser degree, the accident experience of every industrial unit in your compensation classification is of dollar Importance, which is one good reason for participation in local, state arid national accident prevention activities. Recent Progress of Safety in the Quarry .ndi By W. W. ADAMS Chief Statistician, Demographies! Division, U. S. Bureau of Minas, Washington, D. C. The speaker said in part; As figures tor 1931 are not available, the record of the nure-year period--1922 to 1930--will serve to reveal the progress which the industry has made in accident prevention in recent years. A study of this record indicates that *tliere were 174 injury cases per 1,000 workers in 1922 as compared with 110 injury cases per 1,000 workers employed hi 1930. This represents a rctluc* tides of 35 per cent in the accident frequency rate during nine years, or nearly 4}4 per cent per year. This downward trend of 35 per cent was the net result of a re duction of 10 per cent for quarry operations and 56 per cent for operations outside the quarries. In comparing various types of quarries, credit must be given the marble quarries for making the most progress in accident prevention since 1926. In that period the accident frequency rate for marble quarries declined 29 per cent. Cement qufltrries ranked second; limestone quarries third; granite quarries fourth; traprodk quarries fifth; sandstone sixth; and state quarries seventh with a 2 per cent re duction. Although stone of some kind is produced iu nearly all parts of the country, twelve states account for more than 50 per cent of the men employed. When con sidering the progress nude by these twelve states in preventing inside-tbe-quarry accidents, Illinois was found to_ have made the greatest improvement. The down ward trend of the accident frequency rate in this state has averaged about 6 per cent per year in nine years. Hew York Is second with an average yearly reduction of 4 per cent. Indiana is third with an annual reduction of 2 per cent. Then come Pennsylvania, Tennessee, Massachusetts, and Ohio ki fourth, fifth, sixth and seventh places with slight reductions. The nine-year trends In the remaining five states of Missouri.'West Virginia, Vermont, California and Virginia are upward. Mr. Adams then explained tliat he had studied the records of all crushed stone plants versus dimension stone plants and found that the crushed stone plants had not only made a greater percentage of reduction in their accident rates but had also attained lower rates than the dimension stone plants. In his opinion, much of the marked progress made by the crushed stone plants U due to the accident pre vention programs fostered by the Portland Cement Association and the National Quarry Section .m Crushed Stone Association. The following changes in the rates o; accident re sulting from each of the six most important accident causes, during the past nine years, may be noted: Dimension Cruslwd Stone Stone Quarries Quarries Falls or slides of rock.___________ ______________ . +91% -- 12% Handling objects ................... ...... .................. ........ . +85 --5 Haulage .................. .. ,,.......... ............................... . --28 --24 Falls of persons.....................................---------Falling objects .............................................. .......... . + . +* +8 --30 Flying objects ............................................ .................. . --7 --33 Several years ago it was uncommon for any quarry to operate for an entire year without lost-time accidents. Now. however, the number of such companies is growing each year. Excellent as these one-year records are, several companies have now been able to operate for five years without any lost-time accidents. Such records have been obtained by Quarry No. 4 at Nazareth, Pennsylvania, of the Penn-Dixic Cement Corporation; the Qmrod, Pennsylvania, lolu, Kansas, and the Sands, Eddy, Pennsylvania, quarries of tfc Lehigh Portland Cement Company; the Mildred, Kansas, quarry of the Consolidated Cement Corporation, and the fronton, Ohio, underground limestone mine of the Alpha Portland Cement Corporation. Report of the Nominating Committee The report of the nominating committee, consisting of A. L,, Worthen. Chairman, The Connecticut Quarries Company. New Haven, Connecticut, W. W. Adams. U. S. Bureau of Mines, Washington, D. C-, and S. M. ShalleroM, American Lime & Stone Company. Bellcfoote, Pennsylvania, -was then presented and officers were elected os follows: General Chcirmai--Otho M. Graves, The General Crushed Stone Company, Easton, Pennsylvania. Vice-CkaSrman--S. M. Sh&tleross, American Lime & Stone Co., BeHcfoote, Pa. Secretary md News-Letter Editor--Ralph Dinsmore. Warner Co., Philadelphia.. Poster Committee Chturwan--H. F. Yottcr, The General Crushed Stone Company, Easton, Pennsylvania. * Publicity Committee Chairutan--T R. Boyd, National Crushed Stone Association, Washington, D. C. Statistics Committee Chaimum--AV. W. Adams, United States Bureau of Mines, Washington, D. C. Members at Large--V. P. Abeam, National Sand & Gravel Association, Wash ington. D. C.; Willbun H. Baker, J. E. Baker Company, York, Pa.; R. E. Colville. United States Gypsura Company, Chicago, III.; Norman G. Hough, The National Lime Association, Washington, D. C.; A. L. Worthen, The Connecticut Quarries Company, Inc., New Haven, Conn. "Hie Economic Necessity for Community Safety Work and Its Relation to the Quarrying Industries By H. D. IMMEL Former Director of Bureau of Inspection, Pennsylvania Department of Labor mad Industry, Harrisburg, Pennsylvania The speaker said m part: The affairs of industries and of the communities in which they are located are so interrelated that whatever affects one adversely is bound to affect the others in the same way. An accident sustained by an industrial 384 Twenty-first Congress--Nutionul Safety Council worker adds to tlie cost of production, reduces the profit of industry, and the pros perity of the community. As compensation insurance replaces only a smalt percent age of tlie wage loss, the purchasing power of the injured worker is reduced; not infrequently he and' his family become public charges. On the other hand, acci dental injuries which occur outside industry--aod these are more than 80 per cent of the total accident toll--cost the community infinitely more. Usually the injured person has made no provision against such an eventuality.. Because of industry's big stake ha accident prevention work industrial executives must take the initiative m all efforts that are made to organize safety work on the community basis. Industrial leaders are familiar with the machinery of safety and usually they are men of such prominence hi their communities that they are m the best position to tie together the various groups and individuals essential to the success of the program. Years of study of the industrial accident problem in Pennsylvania have convinced me that the community safety council is the best of all agencies for imparting safety consciousness to the community as a wliole. Every one of the seven active community safety councils in Pennsylvania has had its in ception in industry. To men in the quarry industry It should be vastly interesting to learn that a quarry man deserves a large share of tlie credit for the existence today of the com munity safety council m York. Only a few years ago the J. E. Baker Company of York was having an unenviable accident record. Hr. Baker became convinced that something could and should be done about the accident record not only of his plant but of tlie community as a whole. He went to work so effectively that in his first year of organized safety work he achieved a saving of more than $30,000 for his company. He also succeeded in interesting the local Chamber of Commerce, the Manufacturers* Association, and the Foremen** Club, through whose cooperation the York County Safety Council was organized. Right from the start, this body undertook activities in three important fields--those of public safety, industrial safety and school safety. The local seperlntemdent of schools headed the committee oa school safety: the Foremen's Club, quite logically, undertook responsibility for in dustrial safety: and the local manager of the public utility controlling trolley and bus transportation was secured to direct the public safety work. The results which were achieved through this simple organization were gratifying not only to those who participated, but also to others who were anxious to adopt similar plans for the prevention of accidents hi their communities. THURSDAY AFTERNOON SESSION October 6, 1932 The first feature of this session was a discussion of MTbe 1931 Safety Contest and what we achieved through participation." The discussion was handled in two brief talks. Winner of the National Crushed Stone Association Contest By M. V. MILLER Vice-Chairman, Berkeley Plant Safety Committee, North American Cement * Corporation, Martinaburg, Wnt Virginia The speaker said in part: When a plant acquires a record for a no-lost-time operation, there are many factors that must be considered if ks record of achieve ment is to be maintained. The Berkeley plant Is today maintaining Hs safety cam paign through a committee consisting of foremen from various departments who hold monthly meetings, and m addition each foreman is designated during the year to conduct the monthly safety rally. The foreman personally delivers a short talk. Quarry Section 385 and on some occasions will secure lire services of a non-employee, usually a lawyer or doctor from the nearby community. These meetings ha\e a tendency to keep tlie employees continually thinking about the benefit to be derived from working safely. I can conscientiously state that tlic employees of the Berkeley plant, through these various activities, have become serious minded toward the promotion ol safety. Minor injuries, unsafe practices, and violation of safety rules are immediately re ported, Good housekeeping is maintained and the employees in general lake ureal pride in receiving cotnmendariocis for their departments. Too much credit cannot lie given to the various associations, such as tlse Portland Cement Association. National Crushed Stone Association, and others for offering trophies to companies which participate in safely campaign*. When a plant win* national recognition through the bestowal of a trophy, the employees fed their efforts have not been in varn. and that they are producing ; general welfare for their fellow employees, and their families. Accident Prevention in the Warner Company By RALPH DINSMORE Personnel Manager, Warner Company, Philadelphia, Penna. The speaker said in part: It was not until 1929 dial safety began to be treated as a major problem in our organization. The fir** step was to get accident data and tabulate U so that, we could deternunc where acchicnts were liappeuutg. Tlie second Hep was the organization of safety comiusitee* at various |*'nts. Then, as a means of stimulating interest, about 18 months ago we began the publtcatioa of a monthly foremen's bulletin. The purposes of this bulletin were. (1) to call attention to tboac foremen who are having accidents: C2.) to engender a sptrn of ccmpcti- t*n; and t3> to impress upon the foremen their responsibility for personal injuries. In this bulletin alt lost-time injuries are classified by plants and divisions, and also by foremen. In addition to the statistics, this bulletin also lias several pages of reading matter devoted to safety, discussions of company policies, and genera! in formation trf interest. The bulletin is circulated not only among foremen. Iml executives and superintendents, so duit each division bend knows exactly which foreman is Iwvmg accidents and what they are costing. We have not gone in for mass meeting* with brass hands and oturidc sficakcrs. I lo not mean to condemn such method*, but our idea if tliat mass meetings, in order to interest everyone, must of necessity be general in diameter. whereas usually safety problems arc specific. Gradually we have built up * spun of competition among our foremen, and through t'nctn among the men. It i* a peculiar fact, but nevertheless true, that our men will do hi a spirit of competition wiiat they will nut do to save themselves pain and injury. * In August. 1930. at one plant we started a competition among the foremen, offer ing a* a prize a three-day trip to Philadelphia with all expenses jmid. to the fore man making die best safety record during tlsc last four months of that year. Twelve foremen and over 200 meu were involved. As the days wait by without accident, enthusiasm mounted higher and higher. When the comtietition finally closed on December 31. there Iwul not been a single day lost doling tlic four months liecause of a 'personal injury, and as all the foremen had a perfect score, we had to take all of them on that trip. This particular plant lad had 20 accidents during the first eight months of 1930; but m the last four moollis, during the contest tlierc were none. It is to be noticed further that this plant did m* have a lost-time accident until tlw following May, nearly eight months after tl** start of the com petition. Another thing we have done which 1ms a bearing on safety work is to require 386 Congress--National Safety Cottncif all new workers to undergo a physical examination. At the same time we requested nur old workers to be examined. It is interesting to note that while it was dis tinctly understood that this examination was not obligatory lor tliose already em ployed, very few out of about 1,500 objected to it. These examinations have been of great benefit in that they have enabled us to avoid hiring men wtio were obviously unfitted for tlw work which they were to do. The examinations have also disclosed the fact that certain of our employees were performing duties which because of unsuspected physical impairment rendered them a menace to themselves and to their fellow workmen. These men were changed to other jobs for which they were better fitted. Physical examinations also have been of benefit in our compensation work. We know now pretty well the state of health of all of our workers and find tins information very useful in claims for com pensation. _ The results > our safety c/Torts may be summarized as follows: for the entire company, lost-time accidents in 1930 amounted to 26!: the next year, 1931. they were reduced Pi 101. The first nine months of this year there have been 39 acci- deiris. In the sand aid piavd division, in 1930, there were 51 lost-tune accidents: m 1931, there were 23; and for nine months of this year there are only 9. Our VanSchivcr plant, which won the sand and gravel content for 1931. had 16 lost-time accidents in the previous year of 1930. In 1931 there were no lost-time accidents, and so far this year there have been none. In 1929, the cost of compensation, including hospital and doctor charges, was running at the rate of about $24,000 per year: iu 1930 these costs decreased to less than $19,000: and in 1931. to about $12,000. In the sand and gravel division, conn- 1sensation costs have been reduced from about $7,500 per year in 1929 to less than $4,000 in 1931. Warner Company Iwd five entries in the 1931 sand and gravel contest. Of tltcsc, three had no lost-time accidents. Of the three, the VanSchiver plant, which won tlxr contest, worked over 155,000 man-hours. A large dredging and preparing unit worked over 30.000 man-hours without an accident and a small dredging unit worked over 5.000 l ours. This latter dredge lias not liad an accident in three years. Of the two remaining entries, one worked 133.000 maadxmrs with one lust-time accident, and the other 184100 hours also with one accident. The accident frequency rate for all five entries m the contest was 5.$ which compares with an average of 30.5 tor all plants in the contest. The last feature on the program was entitled "Visualizing the Mineral and Allied Industries,** and was presented in the form of an Illustrated lecture by M. F. I^opold, Safety Engineer, U. S. Bureau of Mines, Washington, 33. C., who showed two films depicting industrial and safety scenes in modern industrial :>lanls. Mr. Leopold said In part: About twelve years ago the Bureau of Mines started to establish a library of industrial films, and Congress not laving been asked to appropriate funds for this purpose, it was up to us to obtain fluids from tlte industries. Since that lime there has been about $200,000,000 aptfropnated for films and tlte Bureau has about 2,000 films free from distribution to' the industry. Last year wc filled about 27.000 re quests that were received and they were shown to an audience of about three and a half million people. They are used by Chambers of Commerce, Beards of Trade, etc. ADJOURNMENT T WENTY-FIK ANNUAL SAFETY CONGRESS national safety council Refrigeration Section Officers 1931-32 General Chairman--Vikckxt Wakeueeb, Bar Kusto Corp^ Kansas City. Mo. Vice-Chairmen--Fkaxk L. Duggan. Consolidated Ice Company, Pittsburgh. Pa T. A. Adams, Union Terminal Cold Storage Co.. Xew York, X. Y,, Secretary and Ncws-Leitcr Editor--Edward H. Fcx. National Association of Prac tical Refrigerating Engineers, Chicago, III. Chairman Pester end Slides CtwiwiiV/rc---Geoact: C. Bake*. Consumers Company, Chicago, III. Chsinmin. Membership Committee--L. W. Dais lev. Soutlwm United Ice Company, Jackson, Miss. Chairmen Statistics Committee--Herman Hjllkx>acji, American Tee`Comjiany. care of Knickerbocker Ice Company, New York, N.. Y Chairman Ensrinci'rijtg Committee*-Emerson A. Brandt. National A.n. of Ice In dustries, Chicago, III. Members at JLartpc-- A. J. AuTHExjumr. Middle West Utilities Company. Chicago, 111.. A. H. Bae*. Frick Company. Waynesboro, Pa. Georcr B. Bkjgii7`. George B. Bright Company, Detroit, Mich. Cam. C. Clements. National Dairy Products Corporation. New York, X. Y. E G. Hitt, Chicago District Ice Association. Chicago. III. Bureau B. McCulloch, Bureau of Safety, Chicago, III. \Y.. M. O'Keetu. Cold Storage Division, American Warehousemen's Assn., Chi cago, nt Gardner Poole. American Institute oi Refrigeration, Boston, Mass. James S. Spaulding. Railways Ice Company, Memphis, Tm. H. L. Trask, United States Cold Storage Company, Kansas City. Mo. Col, P. A. Weathered, Southwestern Ice Manufacturers" Association, Houston, Texas, THURSDAY AFTERNOON SESSION October 6, 1932 The first session of the Refrigeration Section convened m the Wardman Park Hold with General Chairman Vincent Wakefield, Kansas City, Missouri, presiding. Chairman Wakefield welcomed the delegates and immediately introduced the first speaker. 387 388 Twenty-first Congress--National Safety Council Accident Experience in the Refrigeration Industry During 1931 By HERMAN HILLENBACH Chairman, Statistics Committee . The speaker said in part: Refrigeration Section members who have reported to headquarters in cadi of the last three years have reduced tiwhr injury frequency rate 33 per cent and thpr severity rate 65 per cent- As proof that these reductions are no mean accomplishment, the reduction in frequency in all industries Uursmt 1929 to 1931 was 38 per cent--only slightly higher than ours--and in severity 19 per cent, less than one-third of the decrease shown by our members. Perhaps the most outstanding feature in this improvement is the large decrease in fatalities which is chiefly responsible for the large decline in our severity rate. Our experi ence with other than fatal injuries also indicates die elimination of serious hazards. White there has been an increase in the frequency of permanent partial disabilities their severity l>as dropped sharply. Tlic records oi our members during 1931 and previous years, however, emphasize the necessity for more active safety work to the small plants of ow industry. Many such plants, while under the control of one inamjcecneni. are widely separated from each other, which complicates safety work. Success requires more than average cooperation by plant managers and the central office. Larger natty in the Industry have been reducing frequency at tl*e rate of 15 per cent per year, while the rates for the smallest organizations have risen from 32.67 in 1929 to 35.29 in 1931. Severity*, too, has improved, steadily in large plants but in small ones t has fluctuated widely. In 1931, both injury rates were sharply higher tn small plants than in large ones. The management of the small industrial plant has often been criticized for failure to keep pace in accident prevention work. Some have argued that it is too costly and cannot be organized as efficiently as in large plants. The records of small units i*i our own and other industries, however, show that an appropriate safety cam paign gets results. Small paper and pulp mills, woodworking establishments, and dcctrk; railway organizations are equaling and exceeding the results of large concerns. In owr own experience in 1931, one-fourth of our small reporting units went through the entire year without n lost-time injury, and ooe of these was the largest plant in the group. Ample room for improvement also exists in the records of large refrigeration organizations. All 1931 injury rates for plants of all sizes averaged 32.18 for frequency and 2.00 for severity. These are above the general averages for American industry, which were 15.12 for frequency and 1.72 for severity. We are far down the list of 28 major industries.' ranking 25th in frequency and 15th in severity. In dustries which have been prominent in safety work for years, such as sted, cement, public utility, have much lower frequency rates titan ours, but their severity rates arc 1uglier. The increasing interest erf members in reporting and comparing their injury records from year to year is gratifying. Our 1931 figures cover the experience of 68 plants in comparison to 53 organizations Ust year. Of these plants, 29 units have furnished their records for each of the Ust three years. Consistent reporting is very important because our tprogress must be measured from the records of such organizations. The operation of delivery trucks is an important part of our business and I wish to mention this phase of our accident prevention problem. The record of our drivers is not good. Last year commercial trucks of all types reporting to the National Safety Council averaged 5.65 accidents per 100,000 miles operated, while the average for 20 ice and coal eomjianies was 9.40. A vehicular accident, you know. Kcfrigeraiwn Section 389 is defined as any accident in which the vehicle is involved, unless properly parked, which results in death, ixrrsonal injury, or property damage regardless of who was hurt, what projwrty was damaged or who was responsible. It is apparent front our comparatively high rate that vehicular accidents cost our companies considerable sums each year in insurance, repairs and damages. Every member, therefore, should belong to the Delivery, Taxicab & Bus Section of the Council and develop this aspect of accident prevention work. A fleet safety contest is conducted by this Section fci which a division has been established for ice and coal companies. The vehicular accident problem is so serious that we cannot afford to have less tliati full information about it, particularly It j*ertaim to ttr own industry.. Report of the Nominating Committee Tins report of the Nominating Committee was then presented ami new officers were chosen for the Section as follows: General Chainnan--L. W. Dawlcy, Southern United Ice Company, Jackson. Miss. Vice-Chairman--T. A. Adams, Union Terminal Cold Storage Co.. New York, N . Y. Secretary and News-Letter Editor--Edward H. Fox, National Association os' Practical Refrigerating Engineers, Chicago. 111. Engineering Committee Chairman--Emerson A. Brandt, National Association of Ice Industries, Chicago, Illinois. Membership Committee Chairman--A. J. Authenrieth, Middle West Utilities Com pany, Chicago, Illinois, Statistics Committee Chairman--Herman Htlfenbach. American Ice Company, c/o Knickerbocker Ice Company, New York, N. Y. * Members at Large--A. H. Baer, Frick Company, Waynesboro, Pa.; George B. Bright. George B. Bright Company. Detroit, Mich. G. H. Genger. Tlsc City Ice & Fuel Company, Cleveland, Ohio; H. F. Hirscbfidd. Wisconsin Ice & Coal Com pany, Milwaukee. Wit.: E. G. Hitt, Chicago District Ice Association. Chicago, IU.; H. L. Lincoln. The Union Ice Co,. San Francisco, Calif.; B. B. McCulloch, Bureau of Safety. Chicago, 11L: John W. Neff, Suburban Ice & Fuel Co., LaGrauge. III.; W. M. O'Keefe. American Warehousemen's Association, Chicago, 111.; Gardner Poole, American Institute of Refrigeration, Boston, Mass.: H. I.. Trask, United States Cold Storage Ox. Kansas City, Mo.; Vincent Wakefield, Kansas City, Mo.: Col- P. A. Weathcrred, Southwestern! Ice Manufacturers' Association. Houston. Texas. Ice Scoring Machine Hazards By GEORGE B. BRIGHT Praaidant, George B. Bright Company, Detroit, Mich. The speaker said in part; The majority of ice scoring machines in use today were installed in the years 1923-26 and their popularity' has grown %vlh both the industry and the consuming public. In all popularly used ice scoring machines the saws are arranged as gang saws on shafts or saw arbors, properly spaced for the width to be cut. In some, the saw arbors are stationary and the ke is moved mechanically past the saws, while in others the ice remains stationary as ihe saw arbors arc moved past the k*r. In addition to the gang saws which make the short scores, stationary quarter saws make the long scores lengthwise on each side of the block. Tn some cases the ice Is delivered to the scoring machine on edge, is scored, turned and delivered from the machine on edge. In others it is delivered to the machine on end, scored, turned mechanically in the machine, and delivered from the machine either on end or edge but generally on edge for safetv. In all sivle* and !' 1 ^ 390 Tuwity'-jirst Congress--National Safety Council types, the ice Korin# machine is composed of moving parts comprising saws, shafts and self-contained conveyors running at fast or slow speeds, hut very positive in motion, and all of these parts inherently present hazards to accidents and must be safeguarded as far as possible to prevent them. In some types the saws are equipped with individual saw guards, while in others they are protected by gang guards. In some cases the conveyors and sltafttogs arc open and unguarded, while in others the whole machine is enclosed as a unit with removable side plates for lubrication, in spection and repair. It should not be necessary to caution operators to stop the machine before removing guards for lubrication, inspection, repair or other purposes, for common sense would require tills precaution. Nevertheless, accidents do occur sometimes, usually of minor character, and tlie following list will give some of the more common hazards! ( There are three types of accidents from slopped machines: (1) pricking or ending part of body ott saw point*; (2) slipping and falling due to slippery flooring; (31 wrenches slipping in making adjustments, _ From the machine in operation, the following hazards may be netted: (1) pushing ice into machine; (2) getting feel caught in feeding conveyor; (3) reaching into machine between moving saws: (4) reaching into machine to remove snow; (5) reaching into machine to lubricate parts; (<$) reaching into machine to dean parts; (7) reaching into nndune to adjust parts; (8) going wider machine io remove waste snow and Ice; (9) getting feet and kgs damaged by jams of ice at dis charge end of machine; (10) distant electrical .control; (U) no emergency stop button ur improper spacing of stop button; (12) someone shirting machine, while adjustment* are being mack. The relative importance of these hazards is largely controlled by the location of the machine. In the majority of cases these machines have been installed as addi tional equipment to an old plant ami no location las been planned for it. Accord ingly. It is generally placed on U>e loading platform wliere the scored fee is needed for jmte or distribution. This means that the machine presents various hazards to tlw operator, and to all others in the immediate vicinity, mchidmg children. The operator must be there to control the equipment for that is his job. and ac cordingly he is well schooled m the machine's characteristics and hazards. AH others unfamiliar whit it should hate no possible access to the equipment. Various types *f guard* arc used for llus purpose, including pipe railings, sheet metal on angle Iron frame work, partial of' total wire screens and totally enclosed rooms. It is quite necessary to guard the space under the leading platform for children are pirate to reach into such place for waste snow or ice on hot summer days. Many of the more modem plants built since the advent of the scoring machine itKortHM'ate 'hi* equipment m the machine room or tank room. Here it is in a warm location, hence does not freeze up or produce shorts in electrical connections. It is under the surveillance of the engineer, as it should be, and hence receives better mcchankal and electric*! maintenance than when out of sight. This location, also permits a wide latitude In conveyor arrangement which assists &o materially to make a c*k1 plant layout. . Safe Handling of Ice By L. W. DAWLEV Southern United Ice Company, Jackson, Miss. Tlvc speaker said in part: There is a true saying that there can be no satisfactory degree of safety practices unless we, as individuals, think safety, hook ing at this (tatter of accidents and accident prevention, it.is my opinion that not tmut^sh of us take ourselves seriously. If we would point the finger of severe criticism at ourselves each time we take a chance, we would develop a safety con Refrigeration Section 391 sciousness that would influence others to a greater consideration of this subject. Let me ask whether or trot you know to what extent your associates and em ployees understand or realize tlte effect of accidents ui*m our cost of living, or upon the economic phase of our industrial And social lives. I have heard men in mr organbation express astonishment when presented with figures showing that in our own company*, for example, if we should continue our present ratio of accidents, oar net earnings would be impaired by several thousand dollars annually. Too few* of us appreciate how the insurance company arrives at its rate of charge for insurance coverage. And we are equally ignorant of the effect upon our public relation* when accidents occur, whether or not they lead to kgal complications. Let we quote the following from a bulletin of live Southwestern Ice Manufac turers* Association, of Texas, tlmt should prove helpful if passed along to tlue in authority m your organization: "'Supervisors in industry have long since realized that accident* do not `just happen'--there is a reason for every one. Every accident is an tndicatkxi that there Is something wrong either with men, methods, equipment or material. The engineers and executives who have. revolutionized industry in tlte past generation have done so by resolutely seeking the one best way of doing every particular job and then by insisting that the job small J>e done in tliat way. That is efficiency-- complete and unvarying regularity of operations. Today an unsafe man k not wanted in any employment. He ts a liability to himself. his fellow workmen and his company, and usually Ire is inefficient." (The speaker then pointed out the costs of accident*, both the direct nnd indirect costs, emphasisuig that for every dollar paid out by the insurance companies Cor compensation and medical treatment for industrial accidents, the employer* them selves lose between three and four dollars through indirect cost:*. A safety film was then shown illustrating many types both of accidents and of safe practice* in the handling of ice..) FRIDAY MORNING SESSION October 7, 1932 _ ^ ^, _ 0, 3^ ^ Elimination of Hazards in the Engine Room By A. J. AUTHENRIETH Middle West UtflatSe* Company, Chicago The speaker said iu port: When the plant is constructed, all moving machinery which offers hazards to its operators should be enclosed by covers and guard rails. In the case of belt driven equipment, protection most be added when ma* dlittery is set. Fly wheels, pulleys, and belts should be enclosed m guard frame* substantially constructed. Reciprocating parts which protrude from the body of Hie machine should be enclosed in the same manner. Idlers should be anchored wilh a chain. This wUl permit the necessary limited motion but prevent the idler being thrown off the belt and over the policy. Means are provided by designers of heavy machinery for attaching lifting ring* or Books. Ammonia compressor*, for instance, have boles tapped and drilled in iteavy cylinder heads and crankcase covers. When the plant is erected the builders should finish the job and install I-beam clamps and rings or other permanent At tachments suited to the building design as a means for hanging hoisting equipment for work on machinery. This removes the possibility of accidents from insecure hanging of such equipment. The development of electrical equipment has reached tlte point where proper design and assembly can give at) installation free from hazards. Some ol us are 392 Twenty-first Congress--National Safety Council l>rufcably operating plants, however, installed some years ago which are not so safe. The backs of switchboards should be enclosed by screens. This will keep un authorised persons out as well as impressing the maintenance man who enters with the fact that be is altering dangerous territory and must be on bis guard. Proper grounding of the supports and noa-current carrying parts is essential and a rubber mat slwtuld be placed in front of the board for operator to stand on. All electrical conductors with which personal contact might be made must be well insulated. In an ice plant* no voltages may be considered low' because damp conditions multiply the hazard attending accidental contact. A pair of rubber gloves and shields in good condition should be kept in an easily accessible place. Primaries or high voltage supply lines, if at all possible, should be lead directly away from the plant building mid not along its side or over the roof. Transformers and their attachments should be enclosed or placed out of reach above ground. Ammonia presents a well recognized possible hazard in the icc plant vet its operating pressures are low and leaks into the air make their presence known very quickly. The effect of concentration in the air ts known very quickly. The effect of concettiration m the air is such that the operator will be led to repair a leak with all i>ossil>lc sjtced. Small leaks around rods and valve stems arc sometimes very much neglected because of the belief that a Utile smell in the air hurts no one amt the place is tlien more like an ice plant anyway. Such an atmosphere, though bear- aide, may he distinctly tsabealthfal. * Safety b.< well as economy demand* that ammonia systems be tight when placed in service and should be kept tint way. it is not difficult to erect a tight ammonia system. There is, of course, no excuse for thread leaks. Gasket leaks may occur in time, especially if the piping is vibrating. Leaks and breaks can be eliminated, first, by projxr hangin* and bridging of the tape, and second, by the ti<e of proper caskets. Excessive vibration causes crystallization and failure of the piping, and cross anchorage should he used in addition to the usual supports where it is neces- *ary to eliminate vibration. Rubber and lead gaskets, except in some specialized abdications, arc rarely as permanent or as satisfactory as asl>cstos bas< gaskets. Over-pressure relief or safely valves arc now standard equipment on all new imtatbittonw. Present installations which are not so protected should he equipped at once. The valves are usually applied to the coudcnsor with a cut-off vahe be tween the vessel protected anti the relief valve to permit closing of the line for work on the relief valve. The stop valve should be locked in an open position when not in me for this purpose. The safety valve should be ptficd to discharge outside and a nipple should be screwed in the disdtarge to prevent blowing rain from entering and causing rust. Personal injury from fails is always a possibility wl>cn there are varying eleva tions. A wet condition of tltc Boor and steps or uf the worker's shoes adds to the hazard. Records also slvow that falls frequently result m serious injury. The remedy is, first of all, guardrails around raised platforms and on steps. Then floors should be well drained and drip pans placed under cold pipes to catch con* densation drippings. OH drip should be caught m cups or pans and not allowed to run over the floor. Steps should also be installed except where lack of space demands the use of permanent ladders. Wood railings should be avoided, since tlury are less permanent ami not so trim in appearance. Proper arrangement of the dip tank ami dump will do much to eliminate the possibility of anyone falling into tlc openings. Guardrail* should ?>c placed at the side of the dip tauk if its situation constitutes a hazard. The selection of proper personnel and enforcing rules should <erve in keeping unauthorized persons off the tank and practically eliminate all Itazards in this connection. W'c all know the general medxxls of reducing fire hazards, such as keeping grease and oily waste or rags in cans, of providing proper fire extinguisher protection. The well-built plant of today has few fire hazards yet tlte designer and builder Refrigeration Section 393 must be on guard to minimize such hazards at all times. Lubricating or fuel oil and gasoline storage, sometimes maintained for stand-by equipment, should never be placed dose to electric motors because of the danger of overheating or sparking which might result in a serious fire. Gasoline or oil lines should he as short as possible and protected against vibration which could possibly cause rupture. Good housekeeping also reduces fire liazards. From the beginning. the engine room should be provided with bins and racks for tools and fittings and for storing all necessary material. Tins will permit and be an incentive toward jiikhI house keeping. Such provisions arc very necessary because tools will not be kept in good condition and arrangement unless a place is provided. We all know tliat hazards are increased by the use of defective and unsuitable tools. Then. too. the plant which looks disordered cannot promote the proper spirit among tfsc workmen nor docs it make for better relations with the buying public. This leads to a very important point iu the work of hazard elimination. There must be rigid enforcement of all rules necessary to eliminate the hazard of con taminated product. The oft repealed truism is that there is no safety device so effective a? a careful nun. .V safe workman eliminates many of the hazards of a given engine room while a carriess man multiplies the hazards ot the sane room. In other words, personnel is the second integral part of Itazard elimmaliou. Employ engineer* and tank men who realize the responsibility to themselves ami their plant to work carefully and safely. Then safety devices installed will be really useful and bene ficial A number of accidents have been caused by misplaced ctttlut.*iastm, careless ness and slovenliness. You can't afford to Itave any bin caret id. rcsiwife-ihle men in vow plant. It would be well,, under personnel, to consider tlsc apimtel sn the workmen, became correct apparel is essential for safety. Every one iu the plant should war safety shoe*. Rough comjosition soles are preferable. Clothing should be kept clean and neat and not loosely fit. because a tarn sleeve iKuigiug down may be caught In moving machinery. The third principal part uf tlte clmmwtkm of hazard* in the engine r*om is tliat of following correct methods. With this iu view the supervisory force at each plant should formulate safe aud efficient ojwizlrng practices for every routine tusk. Such tasks as arc related only at intervals dtouUl lie assigned to one person fa miliar with the safe operating practice and that person slrotdd be held responsible for the work. Such jobs as draining oil iroui separators, cleaning condensers, filling grease cups, etc. fall m this class. These arc then done hi routlive fas!tton and it is not necessary for someone who is unqualified to step m and do the wvik which has been neglected through lack i*t specific assignment Wlscit such an arrange ment is not followed accidents sometimes occur on the simplest tasks. Safety Instructions by the Conference Method By o. H. DAV Director of Vocational Education. Kansas City Public Schools, Kansas City, Missouri The speaker said in part: Tlte usual notion of a conference is n formal meeting with speakers, papers, and previously prepared discussions in which the members of the conference group sit as sponges to absorb what they may of the materia! pre sented. This is not a conference at all, but rather an informational meeting. From Webster's dictionary we find that a conference is a meeting for consulta tion, discussion, or interchange of opinions. Our interpretation of the conference plan is a systematic, though informal, thinking through of problems by a group of experienced persons. Persons with no experience related to a point or problem under consideration cannot confer: they can only tlicorize or speculate. The experi ence of the group members is the principal and most imjxxtant clement in the work 394 Twenty-first Congress--National Safety Council of a conference. There is no subject matter to be taught, no news to be disseminated, t>o instruction to he given, hut the bask of every true conference is a problem to be solved, in which the experiences of the group members are used and the result trig solution represents the group thought rather than the opinion of one individual. A conference, as wc are thinking of it, is quite informal. A small group of fifteen, twenty or twenty-five persons is called together under the guidance and leadership of a conference leader. It is not the function of the leader to teach the group anytliing and he certainly must not lecture to then*. In fact, it is generally recognized as desirable for him to avoid expressing his own opinion in most cases. It becomes His task to stimulate and organize the discussion of the group by ques tions, problems, illustrations, cases or any other device so that they will think in an orderly manner on the problem at hand. He "pulls out1' facts, data, experiences, or any other matter pertinent to the discussion and organize* these contributions of group members on a blackboard *o that all may sec and evaluate. He guides die discussion but does not dominate or control it. It is his business to see that the conference does not degenerate into a "gahfest" nor take a sidetrack which will lead away from the main question under discussion. The skilled conference leader capitalizes on die experience of his group in such a way that every member participates ami points of difference are discussed and settled by the group. Perhaps the ideal situation for conducting a conference is a group of fifteen to twenty-five individuals having mutual interests in- the problem to be discussed and each of whom has had experience in it, who will be drawn together rn a meeting preferably hekl in or near the place where tiw group works. It i* desirable, where possible, to have the people sit about a table with the leader as a port of the group and with such a spirit of informality that the group members may come directly from their work ami sit at ease with no feeling that they are bring watched or clieekcd on by the big bow. They should be encouraged to express then* thoughts frequently and completely and they should be made to realize that perfect grammar and beautiful diction are secondary to the thought they are expressing. Ho man's thought or exj>erience is to he barred from the group--rather he should be encour aged to give it full expression but the group opinion must prevail. On the other hand, the group must realize that everyone's thought merits con* sitfetation and all must be weighed before the final decision is reached. Plant poli tics. prej'tidice, and closed minds haw no place tn a conference. Since this is a discussion group called together for thinking out some problems, such subjects as religion, social affairs, individuals' moral and ethical characters, reputation of firm establishments, etc., should not be permitted to become a part of the discussion. I wish it ckarly understood that the conference method is not presented here as a panacea nor is k implied that It will meet all training situations. However, there are many uses to which it may he put, oi which these are typical: (1) Securing a composite opinion in order to formulate or modify a policy. (2) Modify the viewpoint ol some or all the members of the group m order to get better teamwork. . f3) Analyze a job, Identify res-pooribllilies and discover better ways, means, and methods. f41 Assist cadi individual member of the group to organize his experiences by coming into intimate contact with other workers in their field (5> Analyze situations involving joint responsibilities. (6) Discover real sources of troubles or difficulties and bring the experiences of the group to bear ott elements of tlie causes. _ (71 Analyze accidents which have occurred to discover not only the immediate cause of the accident but tlie fundamental equipment or human weakness which was back of it ami thus develop needed remedies. ADJOURNMENT TIV ENT Y-F / RST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Rubber Section Officers 1931-32 General Chairman--J. K. Hajcsox*. United States Rubber Co., Passaic, N. J. Secretary--H. \V. Low, The Miller Rubber Co.. Inc , Akron, Ohio. News-Letter Editor--C.itAtve.KS F. Smith, U, S Kuhlier Reclaiming Co., Inc, Buf falo, h y. Chairman Poster Camuritlee--It. A. Bollock, Ccadurov Rubber Co.. Grand Rapids. Midi. Chairman Membership Committee--A. M Diktz, Pennsylvania Rubber Co., Jean nette, Pa. Chairmen Publicity Committee--M. A Quick. United States Rubber Co., Detroit. Mich. Chairman Statistics Committee^Rolaxo Kastell, United States Rulihcr Co., Pas sale, M. j. Chairmen EHymeeriuy Committee--M. H- Kautttir, The Goodyear Tire ami Rubber Co., Akron, Ohio. Chairman Health Committee--Du, J. Hewtox Suiclf.v. Hood Rubber Co,. Inc. Watertown,' Mas*. Chairman b'Ihies and Safety Kinks Committee--fl~ F. ClmrmMw:.. The (Rftwlyrar Tiic & Rubber C. Akron, Ohio. Members at Large-- It. \V. Beck, United States Rubber Co., Hew York City. J. T. Kioxcv. The Goodyear Tire and Rubber Co- Akr*4t. Ohpi. W. L. Scuxeib**. The H. F. Goodricl? Co . Akron. Ohio, WEDNESDAY MORNING SESSION October 5, 1932 The opening session f the Rubber Section was called to wder r> the Hardman Park Hotel by Acting General Chairman J. R. Hanson, Caked States Rubber Company. Passaic. New Jersey. Chairman Hanson gave a brief report of thr year's activities, including the reports of standing committees Membership in the Section lias been maintained at 45 companies, a very good report in view *f general ctmdittons. With the cooperation of the News-letter. a mail campaign ha* been carried on for several month* to interest outside companies in membership in tlx- National Safety Council and remits of the campaign arc beginning already to be evident. The News-Letter has been issued regularly and has been found very helpful to members. 395 .*96 Txvcnty-firsi Conyrcss--National Safety Council Accidents in the Rubber Industry During 1931 By ROLAND KA8TELL United States Rubber Company, Passaic, New Jersey - The speaker said in part: In many industries the frequency and severity of lost time injuries reached new low levels in 1931. This was especially true in public utilities and Med plants. both of which are wdl known for their accident prevention activities. In Uwr industries the curtailment in operations and employment are acconqtaiticd !y large reductions in certain types of injuries. For all iudu*!iie> summarized by the National Safety Council last year, frequency rates showed an average reduction from 1929 of 38 per cent, and tltc decrease for severity was 19 l>cr cent. There was a constat** improvement in frequency from 1929 to 1931. The greater part I the 19 per cent reduction in severity over the years 1929 to 1931 was shown front 1930 to 1931. Our ftrqoettey also allow* a reduction between the year* 1929 and 1931 Init with a more marked degree tlam that of all industries. Our severity also showed a marked reduction between the years 1929 and 1939. In fact, our 1930 severity rate was lower than our rate foe any of the previous four years. During 1931. however, our severity increased somewhat but still our average severity for 1930 and 1931 compares very favorably with that of all industries. Tins increase in our 1931 severity rate included all types of injuries but particularly noticeable tor fatal' itic*. the rate for which was three times as high m 1931 a* in 1930. This reversal in our 1931 experience, of coarse, was very detriment*! to the high islanding which rubber coitqxuifes attained m industrial safety during 1930. ^ Last year, among 28 major industrial groups listed in the Council's annual publication on mihntrial injuries. we ranked sixth in frequency and fifth in severity but this year our iw3uos arc tenth and ninth. This year we have the accident experience for the industry classified by type of product as foStows: fontwear, mechanical. tkes, and reclaiming. A record of 55 plants for all groups were reported t> head quarters; this is a gain of three over last year. Most of the 1931 experience, as in previous years. covers tlic manufacture of mechanical rubber goods and rubber tires. We would very much like to improve tbe reliability of our figures for footwear and robber reclaiming plants by 1mring companies that are now covering all types of operation in one report break down their records and furnish one for each division. A number of industries Have gone even a step farther and now furnish retort* cov ering various departments in their plant*. # Tlw records of four rubber reclaiming organizations averaged 18.31 for frequency and 5.32 for severity, which snacks this the highest group in the industry. These rates, because of the small exposure, cannot be considered at all authoritative. The same is true fiw the low frequency rate of 7.33 and comparatively high severity rate of 1.46 for 8 rubber footwear manufacturing plants. .. In the larger divisions of the industry, serious injuries were more numerous in proportion to exposure in mechanical rubber goods plants, and their severity rate was. therefore. 1.14 against only 0.79 for tire plants. ^ Greater attention to safely in small rubber plants would materially improve the accident experience for the entire industry. I am confident the personnel in our small plants is just as efficient as employees in small paper and pulp mills, wood working establishments, and electric railway organizations, which are demonstrating ability to equal the records of bigger companies. The possibility of further reduction in our Injury rate is wot confined, however, to small plants. There are large or ganization* m all divisions of tlw industry which have high rates and whose record* during the last three year* show little improvement.* On the other hand, some companies have established excellent records in the elimination of accidents. These deserve commendation for their work. The out standing no-acchtem record in the industry for all of 1931 was reported by the Rubber Section 397 Lycoming Ruhher Company of Williamsport, Pennsylvania, wlwc 1,600 eiitplmcc* worked over 2,266,000 man-ltours during the >cnr. This unusually good record he compared with average rates of 7.33 for frequency and 1.46 for severity fur manufacturer* of rubber footwear which is tlw business oi this concern. Tbe best record reported by tire manufacturing plants of alt sizes was nude by the G- Jc J. Tire Company of Indianapolis, Indiana, with a frequency rate of 2.88 and a severity rale of 0.2S. The high degree of safety m this organization is shown by average rates of 13.37 and 0.79 for all tire companies. Effective safety work in a small organization of this type is shown by the record of the Dunlop Tire & Ruhhrr Corporation of America at Buffalo, which led the small tire plants with a fre quency of 6.42 and severity of 0.21. Are We Making the Most of Our News-Letter? By CHARLES F. SMITH Factory Manager, II. S. Rubber Reclaiming Co. Inc., Buffalo, N. Y. The speaker said in part: First, what are the purpose* and normal function* oi a news-letter? '"The purpose oi a news-letter j* to disseminate accident prevention infermaticn and cxcluuigc experience in connect bn with the scrums problems in which the members arc interested." ^ There are a number of routine service* which a news-letter can perform quite independent of the general membership of the Melton. There arc vairous announceiiwmts and notices, issued by tbe National Safety Council, which can he brought to the attention of tlw membership through the news-letter. Officer* of the Section find the news-letter practically their only means of reaching the membership and usually take advantage of this to broadcast message* relative to tlw work f'their committees, etc. Special meetings and tlw progress oi safety contests are also announced. Various interesting herns may alw He lifted irrw magazine* and other news-letters by the editor. Occasionally also wc may welcome a new member to the Section and broadcast his name through the news-letter. It is no trick to spread out such eopy to cover the five or six pages which a news-letter is expected to contain, but how far short dues the finished product fall in fulfilling its pnirpone of `'dtssemituttiug accident prevention iuicYrmalion and ex- clumging experience in connection with the various problems in which the num bers are interested I tell you, it requires the active ami interested cooperation of the Section tuem-wrs to make the ncws-leuer the force which it should le hi tlic life of the Section, and by this. I mean every individual member of tlw Section--not merely live fatthlul few who visually shoukler the burdens and responsibilities of every public Sjpirited enterprise. 1 say very positively also, that the company whose representa tive is not giving hi* active support to the news-tetter, is not getting the roost out of the news-letter or out of the membership in tbe National Safety Council. Support of the news-letter by the membership of the Section tnsiv take several different forms, First of alt the letter should be a forum for the discussion of safety problems, and member* should not hesitate to present their problem* to the Section through the news-letter. By the sanw token, other members of the Section who are able to throw some light on these problems should send in their ditcus- *wis fur publication in the letter, or for submission direct to tlw inquirer, u lor special reason* it should be more desirahJe. Representatives from even the most conservative companies win concede that however careful a company may he to protect it* trade secret*, it is morally obligated to give to the world the safetv devices and safe practices which hare been developed in it* plants. * The news-letter tj a proper medium for the publication of information and sketches of such kfeks as pertain to the particular industry which the section rep resents. The publication of information regarding accidents experienced by the 398 ItiCHty-first Congress---National Safety Counci! member companies is a most important function of the news-letter, and such in formation should include enough details and discussion of preventive measures to permit other companies to avoid repeating the accidents, Tbe news-letter should also report the safety record* and accomplishments of the companies making up the section, and in scndki* In information of this sort modesty cease* to be a virtue, because good records spur others to greater effort and thereby further the cause eif safety. We nvusfc lay upon oursdve* most of the blame for the failure of the news-letter to function properly, but some res|>onsblity must also be assumed by tbe^ National Safety Council headquarters because of its failure to provide news-letter editors with the means of publishing sfecteftes of safety devices which are of interest to the section. It is difficult to describe adequately in words natty device* of a mechanical nature. During the past year the somewhat mode*! facilities of the U. S- Rubber Reclaiming Company were used to reproduce *uch photographs and sketches as were pub lished bt the news-letter. Perhaps a practicable way may be found by which, with small expense, necessary illustrations may be purchased in the news-letter. thus ridding modi to its interest and value. Our news-letter lacks specificity. It lad.* the warm personal touch which should characterize the letter circulated among our friendly group. We go home front our yearly meetings at the safety Congress encouraged by our exchange of exparienets, diarged with new Micas aw! inspired with enthusiasm. Unless our news-letter keeps aKvc these contacts with our fcUow-wocker* in the rubber industry, unless it brings us each month experience* of our friends tu their battle against accidents, utiles* it renews our waning enthusiasm, it has failed to accomplish its chief eftJ- How can we make the most of our news-letter? Simply by making more of it: by looking ujxjn it as a faithful messenger which will bear our troubles and joys, our failures and our triumphs. our problems and our achlevcmetiis, to comrades in arms who are scattered over tlte length ad hreadth of our Land, and who arc ready to fend a *ywpat!etic ear and a helping hand. 7^et tia all cooperate more earnestly in the future and by consistent united reports make our section news-letter a power ful influence in the rubber section and a credit to tlw great industry which it represevit*. Is Carbon Tetrachloride a Health Hazard as Used in the Rubber Industry? By J. NEWTON SHIRLEY. M.D, Arrow Mutual Liability Insurance Co., Watertown, Maas. Tbe speaker said in part: Carbon tetrachloride is made by passing chlorine over rarbort bisulphide in a heated chamber m the presence of aluminum amalgam. Tbe excess carbon bisulphide is washed out, Jeavtug very little impurity, a negligible quan tity front our standpoint. It i* a colorless liquid with a specific gravity of 1.584. a melting point of minus 19.5 degrees centigrade and a boiling point of 76.8 degree* centigrade. It readily volatilizes in air forming a heavy vapor. It is only slightly soluble in water, about one part in 200. It mixes readily with akobof, ether, naphtha ami similar hydrocarbons. The specific gravity is much greater than that of other Milvents used In the ruWw industry. Its evaporation also is much faster than that of <itber solvents, save only carbon bisulphide, acetone, chloroform, ant! high test gasoline. Here is an interestmg comparison of the time necessary for the evaporation of vari ous solvents, using 5 cc of the solvent exposed in a petri dish 3'/$ inches in diameter and ^lh inches high: carbon bisulphide, 4 minutes; acetone. 4 minutes: chloroform. 7 minute*: 70-72 degree gasoline {high test). 8 minutes; carbon tetrachloride, 9 tninut***: pure benzol. 10 minutes; 100 per cent bcmol. 11 minutes: 90 per cent benzol. Rubber Section 399 13 minutes; 50 per cent benzol. 22J6 minutes; pure toluol, 29 minutes; commercial toluol, 31 minutes; solvent naphtha, 115 minutes; motor gasoline, 124 minutes; turpentine, 200 minutes. In this comparison we first note carbon bisulphide, a solvent commonly used m tlic early day* of the rubber industry, but now only u^xl in small quantities ami then under proper precaution* because of its poisonous factors on tltosc exposed to it* vapors. Acetone, being a solvent for certain gum* am! resin* but not for robber generally, is only used in small quantities. Chloroform not only toxic but expen sive. High test naphtha, carbon tetrachloride and pure benzol are practically the same in evaporation time. Pure benzol i* costly and a particularly toxic material. Carbon tetrachloride is, of course, safer titan high test naphtha from the fire hazard view point. Ninety per cent benzol, the usual form used hi the rubber industry, requires 50 per cent more time for evaporation than carbon tetrachloride. And so on down the list to tl>e usual solvent used, solvent naphtha. This requires more than ten time* the amount of time used to evaporate the like amount of carbon tetrachloride. We can readily understand, then, the demand for the use of carbon tetrachloride in those places where speed is desirable and danger from fire i* minimized. This brings us to the direct question of the toxic action of carbon tetrachloride. Let us commence by noting the closeness of carbon tetrachloride to cldorutonn. Chloroform ts definitely listed in the narcotic group and hs physiological action and toxic qualities are well known because of tbe use it In* liad in the medical field as a drug and an anaesthetic.. Its use externally is that of a counter irritant. as in hutment. Here it causes smarting and burning of the skin. It allied too long. U will go on to actual blister formation. Internally, it cause* a warm to burning sensation in the stomach; later, If tbe amount taken is too large, it cause* vtMraituiK and diarrlioca. the result of increased intestinal peristalsis, nature's attempt to protect the body. Taken through the lungs by inhalation and if free in the circulation, it gues on to the anaesthetic stage: first, the excitation: then, the resulting narcosis. Death may occur in any stage. If it <ctsr> early tt h the rouh of reflex stimula tion of the vagus nerve, the depressor nerve to the heart, from the effect* of the irritant action of chloroform on the mucou* membrane of the nasopharynx, n*e and throat. Later, death I* the result w p^r heart r.iuxW r rc*|ratry parals is. carrying the anaesthesia too far. There i* a t*rm *r delayed *truth, usually commg on four or five days later. This usually h*lhw% |r*ih*iKtd aoae'tbc-da or repeated anaesthesia. In Uiese cases, the disturbance appear* t he the result of damajer to die liver, heart and kidneys. It is characterized by tbe patient becoming restless futel vomiting repcatrdly. Jaundice sooq dcvch^K and there may he small hemorrhages Into tf*e skin, a coonrao occurrence m jaundice. This goes'tm to ileUriom and death. Now. carbon tetrachloride the nevt higher habigeti concentration of methane with chlorine to chloroform. It* actum dmuld be aWg very similar lines. The British experimenters claim it is twice a^ e*i\tc a* chhwnforns. The German authorities say it is only half a* toxic. Fharnmeulngbr* claim the toxic action of methane in creases according to tbe halogen cone*ratration. r the British viewpoint. Bm in ex perience, it seem* it is a much lex* reliable anaesthetic and a much more injuriuus drug for the body to throw off. This L taxi to he the result of the larger amount of the chlorine radical present. There i- a much more violent Krunl oi excitation wltcn narcosis is prodtxed. Wc will try to follow the effect >f carbon tetrachlorkle <n the body along tlic lines laid down for chloroform. We first note that when umsI externally, st ratines a sensation of warmth and smarting to the skin as noted with chloroform. I have never seen this go on to blister formation when prolonged exposure occurs. Since tills is an excellent fat solvent, it will quickly remove the normal oily and greasy- secre tion of the glands of the skin, leaving the surface exposed to clipping and drying out. Such a condition may allow secondary infection to take place. While this has been reported, it must be very rare, as carbon tetrachloride has Ik-cii used at Hood Rubhrr 400 Twenty-first Congress--National Safety Council tit the first-aid room tor year* to remove excess oil from wounds and skin before applying adhesive strapping. I have never seen wiiat 1 could call an infection from its use in this way. There is evidence to believe that carbon tetrachloride can be absorbed through the skm because of its high affinity for fat. 1 cun find no record of a toxic condition resulting from such absorption alone. T1k* next notation is that of absorption when taken by mouth. There are several references of the use of carbon tetrachloride as a vermifuge, a drug given to drive uut intestinal parasites, especially hook-worms. In this particular connection, carbon tetrachloride has been administered by mouth up to 1 cc per 5>& kilograms body weight. This amount has caused giddiness and vomiting. The usual maximum dose ii 4 cc and it is considered jumper to wait three weeks before giving another dose. Cases are noted where such treatment has resulted in sudden death, preceded by nausea, vomiting, diarrhoea and prostration. Autopsy has shown hemorrhage into the intestinal tract, the result of local irritation of carbon tetrachloride, and fatty degeneration of live liver characterized by marked central necrosis. This is explained by the fact that as carlxrn tetrachloride is absorbed by the intestinal tract, it first reaches that part of the liver structure. In utiwr cases, tle patient complains of abdominal pains and tenderness over the liver region, where enlargement of the liver was noted. After a lew days of loss of appetite the fiatieut return* to a fairly normal condition. There may 1s some evidence if kidney irritation during tire illness. This is sajd to lie tire result of tire irritating effect on tlie kidney* of life by-products of the disturbed liver metabolism, A few cases showed evidence of irritation to the central nervous system or brain, as noted by toovul stum followed by* icriod of listlessness. Xow, you may say that consideration of tlic toxic action of carbon tetrachloride ulien taken by mouth is not important, but I will call your attention to this as 1 etinsider that the most dangerous toxic effect of exposure to lower concentrations of carbon tetrachloride vajjors may be due almost entirely to that amount of carbon tetrachloride whkrh is absorbed by the saliva and swallowed. This enters the system as though it were injected. Turning to the inhalation of carbon tetradrlorlde vapors, we enter the train source of danger in so far as die rubber industry is concerned. Fairly concentrated fume* cau*e smarting and burning of die eyes, nose and throat. Then wc note running; of the eye* and nose and rise increased amount of saliva in the throat with swallowing. The employee soon feels sick at hts stomach and vomits. If the worker is aide to continue work, he become* sluggish and confused, mental dullness. He lose* his finer M^irve of touch. If such exposure does not use him up, lie complains for due next day itr two of loss of apjxtUe. It seems that his symjttoms, if he gives up work, continue t,, grow worse for several hour* and win require three to six days to dear up. I clearly remember two employees wiio used the usual 60-40 carbon trtrackloridenaphtha solution while cleaning madunery, Tlie uext morning, tliey both reported to tlie plant hospital, unable to work. Tlie first employee remarked that he worked in the fumes, which he thought were strong, in a sitallow pit cleaning up the grease silxmt a motor. His eye* smarted and burned. His nose ran and he soon felt sick, uomg out of doors and vomiting hi* lunch. He continued to work the rest of the day hut accomplished little. That night, he noticed pains in tlie right upper part of tlie abdomen ami slept |xx>r1y. He could eat no breakfast and felt too weak to work. Poor booze was susinrctcd. but investigation of die man's habits practically ruled this out. He returned to work three days later and has been in good health ever since. The other man complained of nausea but did not vomit. He did liave pauis in his irrowr abdomen but was out from work only one day. Since this occurrence, vartioliiw has been iwcd white cleaning machinery* for safety and leas expense. 1 have also noted an incident where a tire paint, through the activity of (he fire inspector, was made flash-proof by adding carbon tetrachloride in sufficient qoantrties- Ritbbo- Section 401 The men on this job at once complained oi nausea and loss of appetite. '1 hey said they commonly ate their lunches only to go around the corner ami throw up. The {taint was changed at once and the symptoms disapi>eared. Von will note that in each case, the fumes were strong and were constantly Etciug * agitated, being carried up into the breathing area of the worker. Titere Is one more thing to note in tlie inhalation of carbon tetrachloride vapors, that is always mentioned in articles on this subject, but now disputed by sonic people. When it is used in the presence of moisture, especially in heated rooms, cuitunonly seeti when used a* a fire extinguisher, it break* down into carbon monoxide, phosgene and hydrochloric fumes and chlorine. Phosgene is lartkulurly irritating to the mucous membranes; jmeumonia has been reported following exj>ojurc to such fume*; where carbon tetiachlorkk has been used as a fire extinguisher in confined places. .My attention has been called to one case wltere a man had u*ed carbon tetrachloride to dean up tlie floor of a varnish room. In this case, the floor of the room was warm and ll>c ventilation pour. This man went liome feeling sick and later died from lironchial pneumonia. I do not believe this %yas the result of carbon tetrachloride fumes hut might have been the result of broketf down fumes--phosgene, chlorine, etc. The International Labor Office Occupational Health Bulletin No. 93 cites fatal cases where carbon tetrachloride was used in a submarine fire, death occurring five to nine days later from pneumonia. There liave recently appeared two articles on carbon tetrachloride poisoning which I think should be brought to your attention. Dr. McGuire. (J.A.M.A.. Sept.. 17, 1933), mentksis seven cases of carbon tetrachloride poisoning among employees In a felt plant. The solution was used freely, the felt being passed through the warm carbon tetrachloride solution to remove spots. All the men exposed complained of nausea and vomiting, lasting for one to three days. Throe vomited small amounts of blood, six had diarraltoea. five hod headselves, four complained of burning ami smarting: o< the eyes ami mouth, two hod liver enlargements with jaundice, four lied evidence ni kidney irritation, one had acute nephritis and one had bronchia! jmeumouia. The** symptoms mcltxle about nil that have Iwett netted ss fiHjisstklc carbon tetrachloride symptom*. To tny roiml. this picture might similate conditions found in tiic rubber industry where cementing or cleaning is done m quantity. Anotlier recent case was reported by Dr. Brutscli, New Haven Ho&ptal. fJ.A.M.A.. August 37. 1932. page 728). A man was cleaning old telephones wit!) a 60-40 carbon tctnichloriile-gasolinc solution in a poorly ventilated room wliere the fumes were unmistakable. lie found hmw-di giddy with headache toward the end of the day and was frequently nauveated when about to eat his evening meal. Two months later while still on the job. he was seised with dtarrahoea lasting three weeks. He noticed his abdomen had grown larger. Later he developed morning nausea, weak ness and & dry irritating cough with a stringy sputum. Drivers on this work com plained of nausea, dizziness, and lack of appetite. They left their work, he alone remaining on the job. After a month of treatment, tins fellow improved and returned to other types of work. He lias continued to work since. This case notes cirrhosis of the Hver and brings up the <p*esticu of his alcoholic tendencies, but removal from exposure to carbon tetrachloride vapors did allow the condition to clear up. In tlve Journal of Industrial Hygiene, Sept., 1932. page 168, F. H. Haiglcr reports an abstract from the U. S- Naval Medical Bulletin. January, 1932, pages 137-139. These cases occurred on board a naval vessel carrying tins of carbon tetrachloride, which were stored in a poorly ventilated compartment Some containers were rusty and leaked. A party of five men were sent to remove them. Within five minute* after two or three quarts were spilled, two men collapsed. The other three also became anaesthetized while trying to rescue them. Through the good fortune of timely discovery, all were removed to the sick bay and recovered, except for weak ness, nausea and somnolence, lasting in two cases for some hours. This demonstrate* that narcosis is possible without lasting effects. 402 Twenty-first Congress--National Safety Council All these notations have given us, however, very little we can rely on as to what amount of carbon tetrachloride vapors could be used safely. The Journal of Indus trial Hygiene, Sept., 1922, twites that 718 parts per million is barely noticeable, but 6,091 parts per million is considered strong. Lehmann notes that 3.980 parts per million may be inhaled for about an hour without very serious effects. Frbis reports that IS mgs. per liter of air. about 24X00 parts per million, causes nausea, headaches and vomiting in humans. These are the only calculations I have teen able to hud. I understand that some work w being contemplated along this line. Until that time. I consider wc should carefully consider the advice given by Dr. Elizabeth B. Brickcr. in Safety Engineering, December, 1931, page 358: **Tbe following precautions should be noted--(1) enclose systems as far as prac ticable: (2) exhaust system* with the outlet wear tl>e floor, the system should be kept In operation until the residual fumes arc removed; (3) employees should be watched for the least sign of illness." Discussion; Thoms P. Kearns, of tlic Stale Department of Ohio, said that the use of carbon tetrachloride is now hemg investigated m that state. He gave his opinion that large concentrations in short exposures arc not rajurimu: however, m Ohio they are en couraging the dosed system in the me of carbon tetrachloride., Frank S. 1*ow, of Wedvacu Chlorine Products, Inc., stated that no one knows the exact concentration of carbon tetrachloride that is dangerous. The Bureau of Stand ards at Washktfrtoo is working on the question dt tlx; present time, and five mami- titclurcrs >f carbon tetrachloride represented by Mr. Low arc willing to stand the exi>cit*e of a proper research into tlvc subject under certain broad conditions. _ C. G. Durfee. Chemical Fire Extiiyruishcr Association, questioned the reliability of much of the so-called information about the hazards and experieuce of the use of carbon tetrachloride that is available. He particularly combated the idea tint carbon tetrachloride would react with water vapor m a heated condition to produce phosgene. Dr. F. R. Brow*. U. S. Public Hcahh Service. Bureau of Standards, Washington. I). C. said dial his rather superficial study of the matter has ted him to believe that a number of people interested ft* carboo tetrachloride adliere to one or the other of two diametrically opposed beliefs" (1) that the chemical is a non-toxic agent under any :u>d all condition*; tlic other group believing (2) that it is so highly poisonous asto be ilongersms for any use. Of course, sajd be, the truth lies in the mid-ground between these two opposing ideas. It was his impression, based upon work carried ii with animals, that cartxm tetrachloride properly used cannot be considered a product ciamerr<u* to health. The sensible way to look at the whole situation is to recojcmzc that carbon tetrachloride Is toxic m high concentrations, quite posribly chuifccrour in the middle range, ami m aU probability so slightly harmful in small concentration as to make the damage done negligible. It then becomes simply a matter of using tlic chemical in such a way as to avoid the danger zones. Report of the Nominating Committee The rrpnrt of the Nominating Committee was then presented aud officer* for tlr ensuing year were elected as follows: General Chairman--Cltarles F, Smith. U. S. Rubber Reclaiming Co. Inc.. Buffalo. Xew York. Vue-Cbairutau iw Charge of Program--H. W. Low. Miller Rubber Products Co. Inc.. Akron, Ohio. _^ Secretary--R. A. Bullock. Corduroy Rubber Co.. Gr^nd Rapids, Michigan. ,\Vmv-Leftcr Editor--13. F- Gcrphcide, The Goodyear Tire & Rubber Comj^ny. Akron, Ohio. Engineering Committee Chairman--James Q Lee. India Tire ft Rubber Company, Akron. Ohio. Rubber Section 403 Health Committee Chairman--"Dr. J. Newton Shirley, Hood Rubber C'o. Tnc... Watertown, Mass. Membership Committee Chairman--E. W. Beck, United States Rubber Co., Pajaic, N. J. Paste) Committee Chairman--Roland Kastell, United States Rubber <.'o . Passaic, New Jersey. Publicity Committee Chairman---W I.. Schneider, The Ik F. Goodrich Company. Akron, Ohio. Slides nytd Safety Kinks Committee hairmtm~~A. M. Diet*, Pennsylvania Rubber Company, Jeannette, Pa. Statistics Committee Chairman--R. \Y. Morac, T he Firestone Tire and Rubber Company. Akron, Ohio. Members at large--J. T. Kidney, TIk Goodyear Tire & Rubber Co., Akron. Ohio, M A. Quirk, United Slates Rubber C<.s Detroit, Michigan. THURSDAY AFTERNOON SESSION October 6, 3932 ^^ The second session oinaicd with a presentation of "safety kinki in tlic rubber mdustrj," presented in a number of lantern slides by B, F. Gcrpheidc, Safety Dircc- tor. T3w Goodyear Tire Sc Rubber Company. Akron. Ohio. Tliere were thirty of tliesc interesting pictures, each of which was described in detail by Mr Gcrpbokfe. Tine next feature was the presentation of trophies to winners in the Rubber .Section Aunual Safety Contest, sponsored by tlic National Safety Council. The trophies consisted of beautiful bronze plaques presented to the companies finishing t<>c contest in first place, ami statable certificates to other meriuwimt* units. TTw National Safety Council was rcisrcscntcd br E. W. Beck member of the Executive Coni- iniUec. who briefly detailed the outstanding facts about the content and presented the awards. ^-^Is The contest extended from January I, 1932 to June 30, 1932. Twenty-five com- tumicff were reiwefented. their average frequency rate during the contest bring SJ6, and 13 of the units finished the contest with a frequency rate below the average. Twenty tltousand employee* worked a total of 20,000,000 man hours during the contest, their accident experience showing one lost-time accident for each 176 em ployees. Three units completed the contest with a perfect safety record, tliese being tlw United States Rubber Reclaiming Company, Inc.; United States Rubber Com pany. Development Department: and the Fabric Fire Hose Company. Two beautiful bronze trophies were awarded, one to the U. S. Rubber Reclaiming Company-, Inc. of Buffalo, and the other to the U. S. Rubber Company, Development Department. Passaic, New Jersey. Merit Certificates were given to The Fisk Rubber Company. The Samson Tire Sc Rubber Corporation, and the United Slates Rubber Comjwny of Naugatuck, Conn. " t-u. %% , w~ .* "'Jw ^ Accident Costs--A Round Table Discussion Led by W. D. STEARNS Manager of Industrial Relation,, V. S. Rubt*r Company, Passaic, N. J. TIk consensus of opinion, as brought out by this very lively and njucb enjoyed discussion, may- be summarized as follows: ' Today, cost is the controlling factor in management. Any expenditure must justify itseif not in a year, not intangibly or indirectly, but in the saving reflected in the operating costs as shown hy the accounting department during the current month. Management is demanding that for every dollar spent, it he positively assured that more than a dollar will be tangibty returned. 404 Twenty-first Congress--National Safety Council Tl*e importance of aceukm costs may be emphasized by comparing tl*em with the of waste materia*, defective work, -waste time and broken equipment. Accident costs should be compiled every month and cumulative figures can be Kjveu at least every three mouth* These- accident costs should not only be studied l> the plant iituwiKcmcnt. but .should be "brought home" to titer uwmber* of the >ttpervi^ory group- including the foreman. Costs may Itc advantageously compiled for each foreman's department. They should be comtiarejl from month to month and from year to year. The costs should also le ctMitparcd with these various detriment:., between plants, between companies, and lietwccn industries. The foreman may be made to take accident costs seriously by including such accident costs as an uni*octaiit element in figuring his bonus or his salary. It slxndd 1m? charged against his controllable expense. He slionld l*i made to explain all the *>l \cry uccuknt which might have been serious. Cooperation By WALTER A. SCHAKF^R^ President. Casualty Underwriter* Ara'n of New Jersey, Newark The sjKjakcr di.ccnssvd many phases of tile awards made under Suite Compensation I.aws and outlined tltc difficulties of insurance `comjiames m this connection. He pointed out hi iianieuiar the steady increases in percentage of money payments made to injured employees in permanent swtrtial disability case*-. These percentages, as presented by him, were as follows: 1928 calendar y ear. 57.2 jm*t cent of the wliole. 1929 calendar year. 62.0 per cent of tint wlto-le Xo figures were available for the fir*'l ix months nf 1930, therefore, the next figures submitted w ere fen*-- 1930*1931 fiscal year. 61.0 jver cent of wlxile. 1931-1932 fiscal year. 64.6 |>er cent of wfiole. Tlwt ck*tiiK jMrugrafJis of In* paper may be quoted in part as follows: Cuoperutiiwi usually demand* not only courage ami self sacrifice but it requires wixfom as well, it scents to be a b:sic instinct to be concerned only about jicrsonal need* aiwl to shrug tbc shoulders as to broad issues requiring co-operation. i marvel Unit in n business like lire insurance business there should he sr little co ot>eration. Without the collective rkterntination of rates our business conld not exist. Beyond some cu-uperation in making up I Sic rates wc seem to stop and revert to the secretive, jealous, c.tmjHrLrtiw methods of uur barbarian forefathers. The final feature of live Rubber Section Sessions was a "Court of Inquiry" pre- seirted by the Akron Rubber group. and directed by H. W. I-ow, Safety ICnginecr, Miller Kublter Products Oe. Akron, Ohio. This was an interesting playlet depicimg in dramatic iWm the tirumiatrjncc> ami progress of an investigation of an industrial accident. t Tlttise who t*k part in the drama, as outlined in tbc "cast of characters." were as fullows: Pkml Manager--H. \V. I.mv. Miller kuldrer Co., Akron, Ohio. Engineer--J. O. I.ee, India Tire & Rubber Comitfiwy. Safety Kngim-vr--\V. 1. Schneider. li. F. Goodrich Company. Foreman--J. T. Kidney. Goodyear Tire & Rubber Company. Witness--Ik F. CArjiheidc. Goodyear Tire tk Rubber Company. < This playlu has already beer, published in the January issue of the Rubber Section Xewjs-l.ettcr: copies may' lie had on request.) ADJOURNMENT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Safety Section, A.R.A.-Steam Railroad Section, N.S.C. Section Officers 1931-32 Chairman--C. T. Bailey, Chief Safety Agent, Oregon Short Line Railroad. First Vice-Chairman--C E. Hill, Genera! Safety Agent. New York Central Lines. Second t`icc-Chair\nan--C. L. LaFc-untaine, General Safety Supervisor, Great Northern Railway. 5r//tfry--J. C- CaviSiOW. (NOTH? The fallowing pages contain a condensed abstract of the records of the sessions of the Safety Section, ARA--Steam Railroad Section, NSC, as published in full by the American Pathmy Association in a booklet entitled. ^Proceedings of the J2th Annual Meeting of the Safety Section, Washington, D. C, October 4 to 6. 2Q32S) TUESDAY MORNING SESSION October 4, 1932 The sessions of tl>e Safety Section. American Railway Association--Steam Railroad Section. National Safety Council, convened iu tl>c Hate! Washington with Chairman C T. Bailey, Chief Safety Agent. Oregon Short Line Railroad, Salt Lake City. Utah, presiding. The invocation was given fey L,, G Bentley, Chesapeake & Ohio Railway.. Report of Committee on Relations with -National Safety ,, Council By ROBERT SCOTT Director. Insurance and Safety. Atlantic Coast Line Railroad Mr. Scott said in part: Your committee find* pleasure in reporting that much satisfactory progress has been made in the direction of co-ordinating the work of both sections with the view o! avoiding duplication of effort and expense and to tbc end that the cause of safety might be advanced. Tlic first annual roeeGug of the Steam Railroad Section. National Safety Council, was held in Philadelphia in October, 1913, while the Safety Section of the American Railway Association held its first special session in Boston in September, 1921. Both of these sections have been functioning properly and well ever since they came into existence, and have been a powerful force in the reduction of avoidable accidents. On September 2, 1931, a meeting was held in Chicago at which there were present members of the committee, on relations and officers of both section*. At this meeting 405 406 Twenty-first Congress--National Safety Council it was decided to nxotnmend the proposed merger to executive officers of the Ameri can Railway Association him! U>c National Safety Council, both of which have ap proved the procedure, the continuance of which must necessarily depend upon the results obtained and subsequent safety conditions. It is fully recognized by both sections that there is a Wood and fertile held m which each one can carry on its labors. There is also the realization that safety on the railroads is essentially the problem of railroad men. On the other hand, steam carriers are so closely identified with the public that they can, to fine advantage; avail themselves of such facilities as are offered by the National Safety Council toward securing moral active support in matters of public safety. Thus, this meeting, held at the same lime and place with tlw Natkmal Safety Council, is strongly indicative of the work of your Relations Committee. It is believed further thing* will he accomplished in bringing about co-ordination of effort in these and all other organizations having a* tlieir aim the advancement of safety for the benefit of mankmd. "Joining Hands** Following Mr. 5cott report, the ceremony of "joining hands'* was carried out. being participated m by representative officers of the Steam Railroad Section. National Safety Council, and of the Safety Section. American Railway Association. The National Safety Council was represented by Georite H. Warfel, Assistant to the Vice-President. Union Pacific System, General Chairman of the Steam Railroad Section, and the Safety Section hy C. T. Bailey, Chief Safety Agent. Oregon Short Line Railroad. Chairman of the Safety Section, American Railway Association. Mr Warfel said in part: My friends. I believe it is entirely fitting tiiat we slioukl begin these sessions together with a ceremony of "joining hands" It is significant of a wedding ceremony, altliough I must confess that I have not brought a ring with me. However. I do wot know that we could be any more firmly married by any ring presentation or any other formality that might be gone through with. I want to assure you, cm behalf of one of the Iugh contracting parties, that I do here and now promise on behalf of tf>e organization that I represent, to honor, Jove and cherish the partner that we have taken, and I assume that the partner is willing to make the same pledge, to the end that together wc may accomplish more, may do what all who leant up for a life purpose seek to accomplish, iq make the world better for their having been in it. to. hy example, by precept and by mutual encouragement, accomplish more than cither nf us could ever accomplish apart. And >4*. on behalf of the National Safety Council, I am glad to here formally ratify the merging of the Steam Railroad Section of the National Safety Council and the Safety Section of the American Railway Association. Mr. Bailey then said in part: Mr. Warfel has expressed the sentiments of one of the high contracting parties to this agreement. I acquiesce thoroughly in the senti ment* he expressed. T feel llvat this consolidation is a step m the direction that we have all been striving for during a number of years. I feel that the accomplishments of this consolidated safety effort on the part of American Railway safety workers will he far reocHksg, It has opened a vast field for our endeavors and T feel that when we have accepted these responsibilities, the objects we attain through our ac tivities will he more far reaching than ever. - The Chairman's Annual Report Chairman C. T. Bailey then gave Ids annual report ot the activities of the Section during the past year. This was largely a catalog of the various standing committees, with a resume of their activities, all being mentioned and commended highly. In particular. Mr. Bailey had the following to say of the sustained evcry-ycar safety program the railroads have been following: "A resolution was adopted in Salt Lake City early in 1924. catling for a reduction Safety Section, A.R.A.--Steam Railroad Section, NS.C. 407 of at least 35 per cent in accidents by the end of 1930. The general reaction to this endeavor was gratifying. The goal set has been nx>re than accomplished. At the annual meting held in Denver in 1930, it was decided to continue the plan of having a goal to shoot at, and our all-thc-year--every year-safety program has been carry ing on with the slogan 33 by `33 Gratifying progress has been made by all Class I railroads in the campaign of reducing the frequency of casualties on American railroads 33 per cent by 1933. In fact, the frequency of reportable injuries to the I. C. C- for employees on duty per million man-hours in 1931 was 19.64 per cent less than in 1930, and the same pro portionate decrease is apparent for the first six montlis of 1932. In 1923, there occurred on Class'! carriers of this country 30.89 personal injuries lofemployees on duty reportable to the I. C. C per 1,000,000 man-hours worked. In ^931, this had been reduced to 7.51 per 1,000,000 roan-hours worked, a total reduction of 75.56 per cent. These accomplishments in reduction of personal injuries are the result of the all-thc-ycar-every-year-safety program.*' i The Cooperative Objectives of the National Safety Council . and the Railroad Industry By ARTHUR H. YOUNG Industrial Relations Counselors, Inc., New York City The speaker said in part: It is clear that tlx: safety objectives of tlie raihoads divide themselves quite naturally into two parts. The first we might term the internal objective, and tbc second, the external or public objective. Let us consider the co-operative objectives of the National Safety Council and trc railroad* sis terms of the first, or internal problem. Long before the days of the airplane and the automobile, the railroad industry atvd tbc public at large both recognized the absolute necessity for safety in railroad operation. This was attested by the regulatory measures imposed by both Federal and State Legislatures Alutost every conceivable kind of legislation was created at one time or another to protect passengers owns rail tr*mi>orUtk>n. There was little thought of public obligations ami the problem was cn which rested entirely upon the shoulders of railroad management. The public demanded that railroad Operations be made safe and secure, not, it is true, from the standpoint of the rail road employee, but rather for tlic benefit ot railroad users. Tlx; first step in the evolution of railroad safety then was, an engineering develop ment working toward the elimination of physical hazards. Tliis was followed by the establishment of physical and mental standards requiring railroad employees hold ing responsible positions to prove their capability before they were placed behind the throttle or in any ocher place where their judgment was required to protect lives and property. Still the pressure which brought these regulations mto effect emanated from a point of view focused oil the protection of everything but the employee's life and limb. Perhaps do other industry can so easily prove the correlation that exists between safety and efficiency of operation as the railroads. Human break down meant disaster to the railroad and it is most interesting to observe the {mradox that existed at one time in the earlier history when everything possible was being done to insure safety of operation for the sake of efficiency and economy white at the same moment railroading as an occupation was classed as extremely liazardous. The National Safety Council has played an honorable and important part in this fine work. The early organization of die Council's Steam Railroad Section brought together for the first time the interests of the railroad safety men. Through the Steam Railroad Section, which has always been one of the largest and most active groups within the Council organization, Utere has been developed concentrated In formation having to do with the prevention oi accidents peculiar to railroad opera- 4GB Tivtuiy-first Congress--National Safety Council tlons. Through its News-Letters and its various committee* it has functioned as specialized clearing house, yet it has had at its disposal the machinery and facilities of a much larger organization devoted entirely to safety. The National Safety CouneiI has gathered tl>c cx|>criece oi employers in all Industries for 20 years and in this time has gathered together a mass of information on accident prevention methods which will prohwMv never be duplicated anywhere. The Steam Railroad Section has had access to m>d has helped to accumulate this experience which famishes the background for the comprehensive and practical service for management. - I hope I may not be accused ot digressing from my subject if I ask your in dulgence to sketch 1atily a jcw of the fine services die Steam Railroad Section members receive. The production oik! distribution of the 63 National Safety Council safety posters every mouth is almost a business in itself. It requires a constant study ot accident producing hazards, it require* a thorough tirwlcrstaiuBnff of advertising art 4 a crvatiiettess and ability to express ideas. It would interest those of you w have not had intimate cmtact with the Council to know* tlr.it every potter, just - every other pul4featton, is not made ready for distribution until practical opcrai sg men haw given their final judgment aitd approval. Rut the ability to provide these posters for educational wurk among euqdoyees would not in itself justify the faith, confidence and support of thousands of Council members. In my estimation one of the finest services rendered by tl>e Council is that of the Industrial Engineering Division whwyh correlates the activities of the sections, continuously supervises and carries on research projects, and furthers the constant imerelumgc of ideas among all the members. An average, even in tliese epnet times, of 500 inquiries each month, asking for help on individual specific safety problems, comes into the Council headquarters, and in spite of the tremendous amount of data on hand many of them require special and detailed work to ferret out the answer. Sometimes, out of tltese many inquiries, there comes to light a constantly recurring problem which requires thorough sdewtific research of permanent and enduring value. You men who have the privilege of Council membership and do not use this fine consulting service arc missing an opportunity to capitalise on the dearly acquired knowledge oi someone else. Conversely, you men who haw solved a diffi cult problem and have not made it available to the Council and thousands of members should feel guilty of neglect. We should always remember tliat safety is a human problem am! experimentation in methods of preventing accidents is often measured tn terms of life destruction. Most of you already know of the splendid work over a period of many years in the development of safe practices pamphlet* and of Uir reference value to every safety man. I can say advisedly that no other organization could possibly gather the data represented in these pamphlets nor could the same practical and intelligent ttctp be obtained on a voluntary basis by outside autiiorky in their compilation. A most tKfti'cswur and discouraging aspect of the Council's membership problem is lodged in the attitude of many of the members themselves. This is by way of saying that the Council Has to "spend much of its energy educating members in the extent and use of its service to which they are entitled. I earnestly ajjpeal to you members to make an annual review* of the Council's service. It would be an ideal condition it all the members of all of the Sections used every service to its maximum and it would be interesting to see the results in terms of accident prevention. A real understanding of the Council's membership service is the first essential in the develop ment of the program designed to get maximum benefit from the small investment required. A phase of Ihis strange attitude developed a short time ago when the president of one of the large railroads authorized the withdrawal of its membership from the Council. The president said. "We were forced to withdraw all our contributions." For some j>ccutiar reason, no one ld ever taken the trouble to explain to this rail- Safety Section, A.R.A.---Steam Railroad Section, NS.C. 409 read president what the actual service of the Council was. and idttawigh he kucw of thr CowriT* work m a general way, he had no conception of its comprehensive aaivTtk-%. When interpreted to him, he unhesitatingly renewed the service nud mcxkntally gave rather pointed orders that the material available should be used to thr limn. I.et me remind you that one of the objectives of the CmmctTs Steam Railroad Srcnrn it> to give to yon men the very best tools which co-operative action ran create kr the prosecution of your safety program avnowg your wploycw. T must not pa>s ir*m this discussion of the Council's part in your internal safely problem* without wenti*miner the Railroad Employees National Safety Contest started five years ago and set up for the purpose of furnishing competitive incentives to reach the jsajI you. yourselves, set tn 1923. As I study Lite Green Books that have hem used. I can readily understand why this contest with its attendant publicity has aroused the interest-of railroad executives throughout the country. On numerous occasion*. I have heard railroad executives express itvcsr deep interest in tliesc annual content* and their appreciation for the incentive to increased effort in accident pre vention pri4ored by the awards. Now uc |a.-> ts inr *cotul co-operative objective--the public or external safety problem. From a purely commercial slandiioant. safely i* perhaps tl>c biggest sclbmsr jkwiI the railroad industry has in its appeal to the public. However, it ts not only in the use of railroad transportation service that the public is interested in safely. X**i so many jears ago there was no .such tiling as a graile crossing problem for in die horsc-mid-btgg>* days tlie railroad could add horse sense to what was lacking in human ,<en*e for the protection of road users. Now we witness the spectacle of about one out of every live persons acting as his own engineer and driving a power ful machine over paved highway* at terrific speed and subject to no other control titan his own sense, which k largely lacking, liverc is little recognition among individual automobile owners and operators nt ihc jurindplcs of mutual resixmtibUiiy in the prevention ot traffic accidents. When Use motorist is made to accept his share oi responsibility he will also be willing to accept his share of cost a* n taxpayer In tanking; physical safeguards. but, contradictory as tlie statement may seem, when this day come* it will probably be unnecessary to build those physical safeguard*. The pertinent question before you men and before your imhislry is, "Who it going to get the idea of mutual responsibility across to tlie pobtic?M There arc numerous complexities and rnvoLements hi tins joh. Even a superficial analysis of this prob lem would indicate the need for an arbiter or at least an interpreter of the points of view held by the railroads and tlie lay public. After all. the real question is not, "Who is to blame for crossing accidents or any other type of accident involving the railroad?" but rather, "IIcw can they be prevented?" Tliat t* our co-operative objective. To reach it, however, may I say again, tve must have an understanding of our mutual rospomihUitica, You will agree tliat it is difficult in human relationships to convince a man that lie should pay for some thing tor which Uc thinks you are responsible. 'Hie grade crossing is the most popular example. The imagination of the jiuidlc Is easily caught by the demagogue who believes he can advance his personal popularity by selling a grade crossing seiaration project to the public at the cost of (lie railroad. The railroads,-on lhe oilier lurnd. fed they have much to support their contention that the expense of a tremendous engineering project should be at least shared by the public who demand it. The reasoning reaches an impasse. There has been developed a public habit created through the years that railroads should pay for all improvements looking toward operating safety and backed by the common belief that inasmuch as tlie rail roads created the grade crossing problem, they sliould also solve it. The railroads in their turn say that the paved roads and the automobile created the grade crossing problem It is certainly likely one group will not be able to convince the other and 410 Twenty-first Congress--National Safely Council it is probable that some unbiased influence must come into the picture to bring the opposite points oS view into Cocos. Court decisions, whomever they may favor, leave in TthheeirNwaatiokenaal Sstarfinetgy oCforueoscetnl thmaesntt.he confidence of the public and it is hoped the Council has the confidence of the railroad industry, al&o. Safety must be made rea sonable and Interpreted as such. Through a process of education the public must learn to share responsibility. Let me remind you that the Council as a non-partisan influence has done more than any other agency to bring about a national consciousness of the safety problem ami all of Us aspects and ramifications. Let me remind you specifically of a few of the Council's public safety activities which influence the public attitude toward safety. Every daily newspaper In the United States Is reached regularly by the Council with special publicity releases. More than iZfiQQ copies of Safety Edneati&u magaame with Lesson Outlines are distributed moirthly in our primary school systems, influencing the actions of little children foe safety. Hundreds of civic organizations have directly affiliated with the Council and arc tatting leadership parts m thefr corrmumities for public, street and home safety. The Council has given active and strong support to the National Conference on Street and Highway Safety and is energetically ami increasingly encouraging the enactment of legislation like the Drivers' License law which forces the individual to accept responsibility when driving on the public highways. More important, perhaps, than all of the specific activities 1 could name that now tax the Council's resources and leadership, is the stark fact that the Council is known not to have any economic interest wtatever to activate its plea for accident prevention. It stands as a monument to co-operating, unselfish, idealistic efforts to preserve our greatest national asset, which is human life. It h on tins foundation that h has won respect ami confidence. Safety Today By THOMAS H. CARROW Superintendent of Safety, Pennsylvania Railroad, Philadelphia The Quaker said in jiart: Safety today is an operating matter that requires the same analytical, thoughtful attention llttt every other operating matter requires, ami live success of any railroad, any division or department of a railroad in safety, will be iwopwiiuttate to the constructive attention given it Prior to ten years ago, the so-called safety movement consisted almost exclusively cm iMropaitanda, persuasion and evangelical appeal. As the subject developed, our knouledcc increased and wc soon found that safety had to be treated exactly like any other important problem. Every aspect of it had to be analyzed and a eonclukm reached exactly like you would m an engineering problem. The first step in safety, then, was the acquisition of knowledge. The second step was developing ways and means of imparting (he knowledge; and (itc third and last and tin; most important step of all was to induce tire action that the knowledge ought to cause people to take but which people do not take unless they arc obliged to take it. forttad * speaking of reductions in accidents, in Che future the average railroad officer is going to ask his operating officials, "How* far short arc we from the best record it is possible to make?" Not whether you have made a reduction of 50 or ?5 or flU or 90 per cent, hut how poor is your performance today? Not, how good i* it. hot bow much further must you go before your performance Is acceptable to the mal^niasgtemyeeanrt o2f1 tehmisplroayielreosado?f the American Railr*oads were killed and 21,-41? were injured. The total casualty rate was 7.50; that Is to say. to remember it easily, yy2 per million man-hour*. Compared with 1923, the reduction Is 75 per cent- Lct tie see how these accidents are distributed among departments. In the main- Safety Section* A.R.A.--Steam Railroad Section, N.S.C. 411 tcnancc of wav department we arc laving approximately 5,200 casualties per year, which makes up 24 per cent of all the employee accidents ou the railroads. In the maintenance of equipment department we find approximately tiie same number of injuries, that is to say specifically 43 per cent, and their casualty rate is roughly 7 per million man hours; the reduction since 1923 is 86 per cent, an almost unbelievable figure. There were 2^00 casualties to transportation emplotces la.<t t car. mostly station laborers, freight handlers and otlier outside platform men. It h interesting to note the variation in rates among the various railroads. In the maintenance of way departments the variation ranges all the way from 2 to 15. In the maintenance of equipment departments tlic rate ranges from 2 to IQ. The variation in the rate in the train service on the railroads ranged from 4 to 20, In a K*t of 14 railroads in Gats A, the road that occupies tire top of tf*e list has a rate of less than 2 per million man hears vdule the one at tin: bottom nf the k.-si is more than 12. What may we expect tlw employee casualty rale to be for (he year ending Decem ber 31. 1939? I am prepared to say that it ought to be less than 4 casualties per million man hours; it is isow 7& This is predicated upon several propositions. First, nearly alt accidents arc jwxventable. The second proposition is that half of all roads are now* worst- titan the average and H will be comparatively easy to bolster them up to as good as or heller than the average. The third proposition is that a number of roads regularly make rates less than 3. That U a very impressive thing that there arc several railroad* that haven't gone over 3 in this country in tine last two w three years. The fourth proposition Is that it pays from every standpoint to have a good accident record. Any management of a railroad that considers iSkjsc tour proposition* will certainly put the machinery In motion to achieve desired results. Singularly enough, the percentage of reduction that is required to achieve a rate of four employee casualties per million man-lunirs will not Isc as great as it was to achieve the present one as compared with 1933. Address By R. H. AISHTON President, The American Railway Association The speaker said in part: I watched your ceremony of "joining hands'1 tills iiiura* mg with a great deal of interest. I fed that this action tliat has been taken during the past year, and which you have consummated ami scaled today, offers the possibility of great returns in what you are all striving for, and by your unity of effort will, I know, bring about greater safety to the public. All I can say is, don't let little things interfere with this great opportunity. I foe! that from this union you lave ratified and agreed upon will come great things for the attainment of which both organizations lave been striving. You both have accomplished great things. United you will accomplish greater things. The obligation of the railroads has always been to furnish adequate, sale, and efficient service, and continued service. Railroad*, like no otlier industry. are rigidly regulated, but the crucible of science, regardless of regulation arid all that kind of thing, has shown to railroad managements that safe railroading is good railroading. On behalf of the railway executives of this country (I am authorized to speak for them), I want to again extend my sincere and their sincere and hearty congratu lations ou the work that has been accomplished ami tlic plans for the future for the Safety Section. For the past decade you have been climbing along the hill toward your goal of complete freedom from accidents. The pathway at all times has bren steep and for three years past, three bitter years, it has also been narrow and dark--narrow because 4-12 Twenty-first Congress--National Safety Council in the stress of economy it has been necessary drastically to restrict &U expenditures, and dark because the economic depression kept our backs and shoulders bowed to the storm which has raged around us--but during all this stress, you gentlemen of the Safety Section have carried the banners of safety and safety first flying, and your shock troops have been supporting and defending them and there has been no let-up. While there have been let-ups hi other directions, there has been no let-up in this safety movement, even with your depleted forces. Now, as we approach the crest of the hill, the slogan **33 by '33H floats down to our ears from tta tltroats of thousands whose lives have been spared bv the drive Cor safety. I see the light growing clearer ahead and as we lift our heads and throw hack our shoulders, I see a smoother, broader, lighter pathway with more moderate slope stretching away to (he green meadows above. The storm clouds are breaking, the warm rays of the economic sun are gradually coming through; doubt and despair ore nearing their cad. TUESDAY AFTERNOON SESSION October 4, 1932 Report of Committee on Prevention of Highway Crossing Accidents. By H. A. ROWE Manager, Claims Department, Delaware, Lackawanna Sc Western Railroad, New York City The speaker said in pari: Tint Committee is again gratified to he able to announce a further reduction of grade crowing accidents, fatalities, and mjttriea rrt 1931 ac compared with 1930. Thus we have had three consecutive years of progress in the curbing of creasing crashes, the records bcuuj as follows: 1931. total accidents 4.100, killed 1.811, injured 2J557: 1930. accidents 4,853, killed 2.030, Injured 5,517: and m 1929 there was ft slight reduction. 'Jlie year 1928 was tile peak year iti raihoad crossing fatalities. since which time Uic reduction of such fatalities lus been 757 per year, the 1931 record being but one more killed than in 1922, witen the carcM crossing campaign was inaugurated. The outKtandtaraccontplfchmcrrt of cTossmff accident reduction can be better grasped wtan we note tint motor \ chicle fatalities on .streets and highways In 1922 were 13.676 but In 1931 tltere was an increase nl 18,913 deaths or 139 per cent. During thv* same 10-ycnr jarrlcd there was an Increase of but one death at railroad crossings. A very important feature of Use committee work has been the careful crossing campaign which has continued to enlist the interest and cooperation of many organi zations and the general public. This has been furthered by general publicity, tlie regular posters initiated tor this .special campaign and other literature. During the juut tear tlie National Safety Comcil has been active in its educational campaign for the prevention of accidents, and in its May, 1932. issue of the National Safety AVtcj contributed a most useful and illuminating frontispiece. The crossing accident situation was stressed m the same issue of the Natvs. and in many ether respect* the National Safety Council has kliowu deep interest in cooperating in the prevention of crossing accidents. Opportunity is presented for a fuller enjoyment of the facilities offered by the 41 Community Safety Councils associated with the National Safety Council. Objec tively. 30 Councils reach 808.000 school children through 3.141 meetings. Railroad safety representatives, cooperating with such local Councils, have an excellent oppor tunity of extending the gospel of careful crossing over railroads. These Councils hohi vast numbers of other meetings and should be regarded as fertile soil. Safety Section, A.R.A.--S'teottt Railroad Section, N.S.C. 413 On May 18, 1932, the Committee put into effect a check of various railroad cross ings througtioul the nation, to determine the character of the traffic over such crossings, both train and vehicular, to note the performance of duty by railroad employees, and the care or lack of care exercised by vehicle drivers. The survey was made by 66 railroads in 47 states for an 8-hour period at 302 crossings, at which all types of protection were represented, including the triple standard cross-buck signs. While the survey was in progress, 4,394 trains and 330,434 motor vdudes passed by. Of the drivers thus under observation, 75 per cent exercised reasonable care; 13 per cent were classed as definitely reckless and 12 per cent were ou the border line between core and lack of care. Seventy instances were noted in which motor car drivers had particularly narrow escapes from injury. There were 143 uuuuices where drivers of school buses failed to bring their buses to a stop at crossings. It was noted that 3*215 of the train movements over crossings were preceded by proper warning whistle signals. In 681 such movements the warning by bell was adequate. Allowances were made where the crossing signals were omitted because of municipal ordinances. A number of instances were found where die signals given by approaching trains were sufficient to warn, but not in strict accordance with A. R. A. Standards. Address By HONORABLE W. N. DOAK Secretary of Labor, United States Government; Washington, D, C. The speaker said in part: 1 am interested :tt the safety movement, especially on the railroads. In an address I yrse the other night, I said I was very glad that I bad graduated from the university of hard knocks, that X Had come up through all kinds of hardships, and that by choice X had entered several years ago an occupation that was considered the most hazardous of occupations, but an occupation which has been removed from that hazardous class and has become one of the leading nostbazurdous occupation* in the country today. 1 wont to congratulate the safety first men on these railroads on the wonderful work they ItaYC done in educating the railroad employees as to the value of safety. 1 know all railroad men are grateful for the interest that has been taken by Use management themselves. You have done a wonderful work for the protection not only of the railroad em ployees but for the protection of the public. The public, I km quite sure, owes you very much for wliat you have tried to do to cut down accidents, which are not only expensive but dangerous both to the public and to emjjlayees, and your movement for the education oi both railroad employees and the public at Urge, through this safety movement, has been a wonderful success. I tape you reduce accidents until we don't have any. But the accidents at grade crossings, ol course, are not wholly the fault at raikeads and employees. This great public that is competing with you railroad men is sometimes at fault. You are doing, however, a wonderful job and I tape you will meet with the same success in the future ttat you have in the past. The Railroad Trespass Evil By H. h. DENTON General Superintendent of Police, Baltimore & Ohio Railroad The speaker said in part: This problem is one of grave concern to the railroad police officer, and one which is constantly requiring his attention. Daring the past few years there has been a very large increase in the number of adult trespassers. 414 Twenty-first Congress--National Safety Council due to general business conditions. Many of these trespassers are good citizens who are going from one community to another seeking employment. People as a whole do not see the railroad trespass situation from tt standpoint timt those of us who are interested in safety do. They see no harm in a man getting a ride on a freight train from one point to another, feeling that the railroad Has lost nothing through such conduct. They do not seem to realize that live railroads' prin cipal thought m eliminating the trespasser is from a safety standpoint, and I believe that tliis condition is not only prevalent among the public wbo arc non-railroaders, but it is quite prevalent among the rank and file of railroad employees. There is also a malicious hazard, however, as we know* from experience. The average illegal tram rider is not familiar with railroad safety devices, and he places himself in jeopardy continually when he is on a train. We have liad many injuries to trespassers, some of them fatal, due solely to the fact that they do nut know what is a safe practice and what is not a safe practice around the freight train. They ride on top of box cars, are injured by coming in contact with overhead struc tures. and they attempt to get on and off trains when they are moving too fast. The adult is much harder to reach in matters of this sort than the juvenile. I believe thul wc have had some success on the Baltimore and Ohio, as far os the juvenile is concerned. The upj>orlunity to reach turn Is somewhat different. It is our Iolicy when a child is found on our right of way to secure his name and address and the name or number of the sdiool that he attend*. If the child lives whhm a reasonable distance of the railroad, live officer b instructed to take him home and to advise his parents that be has been found on railroad property and the danger of such trespassing. The visit of the officer to the home is followed up by a letter from the Division Head to the parents, and this letter not only gives the facts about the tres passing. but explains in some detail the danger which live child has incurred by being among the tracks tm live right-of-way. The letter also asks for the co-operation of the parents In keeping live child off of railroad properly, and encloses to the parents some literature that will Help to impress upon the mind of the boy what might happen to him on busy railroad proj>crty. Another communication is addressed to the principal of the school which the child attends, advising the principal of the fact tliat the child Im< been found trc*p2%sniK on railroad pcu|erty and requesting his cooperation also, hi explaining to the child the danger of such practice. Wc find that cotmmmic&tiona addressed to the principals of sdiools are acted upon very favorably. The principal calls the ciu'id who offends to his office and endeavors to imjess upon him the danger that he places himself in when playing around the railroad. Quite frequently, also, the parents of children are pleased to hear from us and so express themselves. We have had many letters from such parents in which they thanked us sincerely for our efforts to keep the hoy out of danger and have described their home methods of discipline and Instruction. Uniformity in Defining and Reporting Accidents B)> DR. M. O. LORENZ Director, Bureau of Statistics, Interstate Commerce Cornmisahm, Washington, D. C. The speaker said in part: We have a hook of rules for reporting steam railway accidents which lias been in force since 1922, and, generally speaking, we have a uniform observance of those rules among all railways. The only question is as to the degree of variation in applying the rules in certain details to the officers of the various reporting companies. As to fatalities, I think wc itavc practically complete uniformity and reliability. Tlie Claims Department may handle more death claims than the number of fatalities reported to tlte Interstate Commerce Commi$>ion, but when account is taken of the number of persons dying Safety Section, A.R.A.---57caw Railroad Sectiont NS.C. 415 after 24 hows fallowing injury, these being reported to us separately as "subsequent fatalities,** and of the cases not arising from the operation of a railway and hence not reportable. It probably will be found that wc are getting complete reports of fatal railway accidents on a uniform basis from railways m the United States. But it is not so clear m the matter of injuries. The interpretation of the tlwcc-day rule is not uniform. It is true, we have issued instruction* regarding the precise way in which the counting of the 3-days shall begin and end. That is not where the primary difficulty lie*. It is in the variation m practice iti. getting people back to work promptly and in the interpretation of the phrase "sufficient to incapacitate him from performing his ordinary dimes for more than three days.'' In our interpretation of doubtful cases, we have regarded some instances as not reportable where the victim was able to follow his regular occupation within three days but with tlte assignment of somewhat lighter duties. Possibly wc should make it clearer that we mean that the employee slvuuld he able to go through the same kind of motions that were performed prior to the accident by that particular employee. This would bike some flexibility out of the rule and lead to greater uniformity. Where a man's assignment on hw return to work is changed for other reasons than his physical condition, tlve determination of reporlability would, of course, depend or, the doctor s opinicn as to whether he could reasonably have been assigned to the previous activity. It is true, if all railways are doing this to an equal degree, there would be a lack of uniformity not among roads, but merely as between live totals for present and post year*. But probably this incentive to restrict reports to a minimum Has not affected all roods to an equal degree because some managements are doubtless more enthusiastic about safety contests titan others. This disturfvmg factor in our statistics will in the end prove beneficial in leading to more exact study of what should be a reportable accident. The lack of comparability m the annual totals for various years wifi be ternporary and will come to an end when all roads have gone as far as they can or want to go in getting people hack to wwfc promptly. I do not wish to be roismwicratood in mfen-fop: tH.it the masked reduction In injuries shown by the statistics in recent years is all a fiction. On the contrary, there ha* been a striking improvement, as shown by the fatal accident rate which I consider accurate. The number of employees killed per million man-hours In the prosperous year 3923 was 384 compared with 308 ki the most recent prosperous year, 1929. In 1931 the figure was down to 212, Apparently the Industrial depression has reduced accidents more than In proportion to the decline In employment, for the reduction from 308 to 212 can Hardly all be due to safety efforts m .two years. Other factors to consider in interpreting; the decline In the ratio of injured to killed are, (1) that better surgical care tends to prevent trivial injuries from becom ing serious enough to be reported, and (2) that in recent years the intensive work on safety in shops, where fatafitfos are relatively few, would tend to reduce injuries more titan fatalities m the grand total for all employees. From 1888 to 1924 there was a tendency for the ratio of injuries to fatalities to increase. It was approxi mately 10 to 1 in 1888, 16 in 1900, 28 in 1910, 5$ in 1920, and 81 in 1924. The 3 day rule was not changed m that period. Possibly the explanation is that the p-icpondevaut safety effort to prevent casualties in connection with train and car move ments reduced the deaths more than tlte injuries in the grand total for all employees, since injuries are relatively fewer in such accidents. Also, injuries may have been meompletefy repeated before 1915. Whatever the relative importance of these various factors may be in affecting the comparability of the total casualty rate in railway accident statistics from year to year, I think we are getting more nearly occtirate reports than ever before because of the close attention that is given to what is a repertahk accident. 1 know that safety officials are earnestly seeking the facts and I think they will accept the responsibility of putting uniformity and reliability of the reports above suspicion. 416 'inventy-firs! Congress--National Safety Council Safety--Its Application to the Individual By D. F. STEVENS General Superintendent of Transportation, Baltimore & Ohio Railroad The sjHrafccr said in part: The experience gathered from 25 years of railroad work lias enabled me to classify the railroad worker in his relation to safety into three classes. In tlc first classI might place the employee who is inherently safe under any condition of routine service; second, the employee who has convinced him self tliat safety is a fine thing for every one else, but that Ue himself does not need it; and third, the employee whose attitude is almost openly antagonistic and who is generally a fatalist. Men who may be classified as safe under any condition of routine service arc usually characterised by loyalty, dependability and stability. I would say their home lives are usually such that tlwsy do not carry with them to their workany mental conditions that might aggravate or disturb them as they perform their duties, and as a result they can think clearly. They are the people who do not become easily excited: because their nerves are in good shape, and they me able to face any situa tion that normally arises with clear thinking. I believe that 90 per cent of the railroad people come tinder this classification. The second class, those who fed that the safety work is foe Oliver* but tliat they themselves do not need it, seem to me to constitute the biggest problem we have. They have about convinced tlicmselvcs tKat they are superior to anything occurring to them, and refuse to give safety modi thought. Generally speaking, employees of this class are unalitc to distinguish between tbc things that are safe and the thmgs tliat are not safe. I have noticed one thing that is generally common with alt TWir views on safety ate on n parity with their views of other things. They seem to get along all right until sotnethutg happens and then they are usually helpless. This class of worker etui only be converted by die untiring constant efforts of those who supervise his activities. Perhaps as an instrument to aid the safety campaigner can use the other members of tire crews or gangs with wltom they work, to constantly keep driving at them and break down their resistance to unsafe practices. These employees must be educated to differentiate between the safe and the unsafe. Tiwn wc come to the third class, whom I have mentally classified as the fatalists or antagonistic to safety measures. These people constitute a problem all to itself, ami in dealing with them there arc poly two avenues open, namely, intensive and persistent training, or dismissal. I have not yet convinced myself that any large percentage of them are susceptible at all to the first cure, and I have censored myself from time to time for not having dismissed more employees of this type, bccau&e in a number of cases I have biter come to see them killed or injured ta the service, due solely tn their own action*. Of course, the thing that is still worse about this type of person is that because of his actions he not only subjects himself to the possibility of injury or death, but involves others as well. I seem to see in this class of PKtple certain distinguishing characteristics. Generally the man not only sees red in relation to safety matters, but his thoughts are along the same line in other matters. Frequently he is a nervous, fretful individual, with in many cases not a good home condition, and in most cases with his private habits not any too good. With perhaps very few exceptions, the safety question finds ready response from the employee company, llie labor organization to which the man belongs, hi* family, his friends, and generally speaking, himself, if you are able to reach him through the particular channel that appeals to him. In the final analysis, the success of these measures depends upon tlic force and sincerity of purpose that the supervising officer puts into the work. It is -worse titan useless for a foreman to talk safety to his gang, if they can see that he is daily doing things that are unsafe himself. Safety Section, A.R.A*--Steam Railroad Section, N.S.C. WEDNESDAY MORNING SESSION October 5, 1932 417 Report of Committee on Train Service Accidents By D. G. PHILLIPS Superintendent of Safety, The Wabash Railway The speaker said in part: In the year 1931. out of 5,099 fatalities and 33.6S6 per sons injured, according tc- reports to tbc Interstate Commerce Commission, A24 of these fatalities and 18349 of the persons injured occurred in train service accidents. While it Is true that a large proportion of these fatalities occurred in grade crossing accidents and to trespassers, it is also true that over half of the fatalities to employees on duty occurred in what is known as train service accidents and about otic-third of the injuries to employees occurred in train service accidents. We feel, therefore, that wc are justified in saying that the prevention of train service accidents is probably the most important safety problem confronting us today, as far as accidents in and around railroads are concerned. Under the heading "coupling or uncoupling cars or locomotives" in 1931 12 persons were killed and 394 persons injured. This may be compared for tlie year 1930, when 30 persons were killed and 604 injured. The year 1931, therefore, shows, a decrease of 60 per cent in the number of fatalities and 35 per cent in the number of jietsonal injuries; and these may be compared further with the record for 1930, wlwti there were 151 fatalities and 2,450 injuries due to this cause. The principal reason for personal injuries under this heading is due to employees stepping in between moving cars, usually at a time when coupling Is about to He made, to determine if the knuckle has fully opened, to adjust location of couplers, or to adjust the coupling or uncoupling lever, with the result that they are caught between the couplers: or perhaps due to tripping ex* falling while performing this act, and are thus run over by the car. Our remedy for correcting this dangerous practice is for each and every railroad to make a positive and definite rule prohibiting employees from going between moving cars when nearing each other, to examine the employees to see that the rule is understood by them, and tliat supervisory officers see tliat the rule is enforced. Under the heading "coupling or uncoupling air or steam hose." in 1931. 13 persons were killed and 175 persons injured, which may be compared with the Tecord for 1930, when 7 persons were killed and 232 injured. The increase of 86 per cent in the number of fatalities is decidedly regrettable, although the record shows a decrease of 24 per cent m the number of injuries. The principal cause of employee injuries under this head is due to their failure to protect themselves by performing this work in accordance with the rales. The remedy for this class of accidents where car men arc employed rests in a full and complete enforcement of the blue signal rule which is quite uniform on all railroads. Railroad managements shotiki improve this blue signal so as to make it as efficient as possstblc. The rule, should also govern.the placing of the blue signal so as to make sure that it is in a location where it will serve.the he't purpose as a signal to warn tram, engine and yard men who might be guided by it Where en gine is coupled onto cars and trsmmen are performing this work without blue signal protection, they should not permit themselves to get into a place where an unexpected movement of the cars might cause an accident, without first notifying the engine man arid fireman so as to be fully protected. Under the heading "operating hand brakes" in 1931 there were 18 fatalities and 824 persons injured, as compared with the record for 1930 when 26 persons were killed and 1,154 injured. The year 1931 shows a decrease oi 31 per cent hs 418 Twenty-first Congress--National Safety Council number oi fatalities ,,nd 28 per cent m number of persons Injured as compared with the previous year. The three most prevalent causes of these accidents are: first, losing hold, slipping or tailing; second, sudden stopping, starting, lurch or jcik of train or car; third, struck by brake club because wheel threw around. Prevention of personal injuries due to the causes mentioned rests very largely with the employee performing the service. It is true, climatic conditions at times make the roofs of cars and places where employees must operate the hand brakes, conducive to slipping and falling accidents. Sudden starting and stopping of the trains also are coutributive causes. The employees whose work requires them to come in contact with these conditions. However, must not only know of them bat at all times be alert and ready to guard themselves so that no accident will occur as a result. However, the importance of proper inspection and maintenance of hand brakes is a factor in reducing this class of accidents. Under the heading "operating switches,'* m 1931 no persons were killed but 245 were injured; these figures compare with the record for 1930 when 2 persons were killed and 378 injured. The first direct cause of these accidents is due to strains and ruptures. The second cause is due to the switch lever coming in con tact with some part of the employee's body, causing a bruise or contusion. The third cause is slipping am! falling by reason by stepping Oft rails. This last class of accidents is prevalent among switch tenders. I have found that 72 per cent of the men injured while operating switches on three of the im portant lines ewtermg Oncajco were injured m this manner. Switch tenders are prone to ep on th raft* rather than step otxsf the rails, and In a great many instance* it is necessary to step on the rails. The projwT and standard clearance of U switch stands, the proper maintenance of the switch, particular attention being given to the Head block and also to the switch light, which should in all cases be properly focused, will greatly reduce accidents. Another important thing, switches should be properly oiled. There is a minimum of expense in comicclkm with oiling switches and it should be looked after very carefully. Under the beading "getting rat or off cars or locomotives," fa 1931 447 sxrrscwis were killed and 4.096 injured: which figures may be compared with 1930, when 441 persons were killed ami 5.010 injured. With reference to getting off cars, the fretjueney of accidents from this cause indicates that men arc getting off cars while the cars are moving at a high rate of speed, they arc stumbling and falling, spraining their ankles and m other ways injuring themselves so that they are incapacitated. This situation must be con trolted by premier supervision, ami in these cases where the rules are violated dis cipline must be administered. In passenger service, accidents occur by persons falling from vestibule plat forms because vestUnite doors are left open carelessly; by employees getting off passenger trains while these trains are moving at a high rate of speed: by passen gers jumping on trains before they come to a stop because of improper supervision of the station force* and of trairf crews. Proper supervision and education arc live principal remedies, as well as proper fw&utfcnance of equipment to see that steps are fa good condition, vestibule doors fa good condition, and in cold and stormy weatlvcr to see that the step* are prop erty cleaned, and that salt is used m all conditions during slefcty weather, proper coordination between conductor ami engfatrnan with reference to stopping of trains, a check up oa flic length of the platform to see that passengers are not unloaded at obscure points, proper supervision of the sleeping car porters by the train con ductor and the Pullman conductor with reference to care in unloading passengers, and the same supervision directed bv the train conductor to the members of his crew with reference to proper unloading' of passengers. Under the heading `'accidents (train service) at highway grade crossings,'' the Safety Section, A.R.A.---Siearn Railroad Section, NS.C, 419 record for 1931 is 1,720 persons killed and 4,533 persons injured; the figure* for 1930 were 1,980 killed and 5,377 injured. The following practical suggestions have been adopted by several lines and a noticeable reduction in highway crossing acci dents has been the result. (1) Switch crews and tram crews working in stations should be prohibited from dropping cars across highways, Uteir engines going down one track and cars going down another track, without protection on the crossing by a member of the train crew. (2) Switch engines, switch runs and local way freights, backing cars over crossings at uncontrolled speed without proper protection on the crossing, should be prohibited. (3) Passenger trams in switch movements, backing uj. with tail Ihorc at the rear, over highway crossings, should reduce speed at all crossings that arc not protected. (4) Cars being kicked over crossing without engine attadsed should he pro tected. (5) Switch engines, way freights, aud switch runs, doing industry switching where ft is necessary to shove cars by a building where there are alley-ways and where truck* and automobiles might be ttarked too dose to tlic track, should be pro hibited unless a member of the crew walks In advance of the movement to protect them. (6) In certain districts where there are trunk line highways and where trains Stop on these highways, wills flat cars directly on the crossing during live night time, where headlights from an automobile either $hmc directly over the fop of the car or underneath, fusee should be placed in such a way that the car on the crossing will be QTurmmted. If we can educate the army of employees on the railroad to give consideration to the safety of the driver of automobiles and pedes-train who cross our tracks, and in each instance where it is necessary, warn them, we will he gefag a long way toward avoiding a great many accidents and eliminating many fatal accidents. Undfer the heading "operating locomotives." in 1931 7 pc*sous were killed mul 1,406 persons injured; these figures compare with the record i\w 1939, when 17 persona were killed and 1929 Injured. With respect to operating locomotives tlic first, greatest and most important means of preventing accidents or injuries is the constant observance and strict com pliance with the operating rules and general regulations governing train service. Still another division of theve accidents falls under llte heading "struck and run over, not at public crossings.'' In 1931. 1,730 persons were killed and 1,022 persons injured in this manner, and m 1930, 1,828 persons were kitted and 1.276 persons injured. These figures are so large in proportion to the total number killed cn the railroads of our country that special interest ts attracted to this phase of the acci dent situation. By far the greater number killed and above one-half of those in jured come under the head of "trespassers.*' It should be noted that on the rail roads of foreign countries very few trespassers are failed or injured, fait the sol* reason is that these countries have strict laws against trcsi>a*stng and these are enforced. It will be necessary to get the public generally to recognize the evils of trespassmg before we shall be able to have laws enforced covering trespassing. We already have the laws, but the sentiment is such that the law is not enforced Accidents to employees from this cause come under three classification};: (1) the employee steps on or foul of the railroad track without first looking in both direc tions; (2) the employee walks ton dose to the end of a car in a live yard, (3) the employee walks on the track or foul of cars on the track. If wc could eliminate the fatalities to employees occurring under the above mentioned three conditions, we would practically eliminate all employees killed oa account of being struck aud run over. 420 Twenty-first Congress--National Safety Council Safe Versus Unsafe Switching Practices By P. F. NEFF Inspector of Safety, Peoacylvama Railroad The speaker said In part: Let us first get a common understanding of what an unsafe practice is. Many safety men have an idea rvhat it is hut a great many of them have a hard time trying to tell you why It is. What Is considered an unsafe method by one person may not be so considered by another, therefore reasonable grounds for a conclusion shook) be given. Hera Is my conception: An unsafe practice is the performance of an act wherein the method employed to perform it indicates tiie person is failing to use every precaution necessary to avoid an accident of any nature. The rcasoa, therefore, may be doe to the following causes: (1) Inability to an ticipate the consequences of such a failure; (2) ignorance of the proper precautions to take: (3) having acquired the habit of performing it that way: (4) failure to receive proper instructions in the method to be used; (5) failure to understand previous instructions given; (6) if understood, failure to comply with the instruc tions, either wHifally, physics) inability, or material defects. The why of an unsafe practice has many angles of approach, none of which can be ignored If the practice is to be eliminated. (The speaker then showed a large number of lantern slides ittufttrattng specific instances where unsafe practices were employed by workers on the railroads.) Report of Committee on Train Accidents By GEORGE H. WARFEL Assistant to the Vice-President, Union Pacific System Alter showing a number of tables giving comparable figures on the various types of train accidents over a period of ten years extending from 1922 to 1931 inclu sive, the speaker said let part: Head ami rear collisions have always been the most spectacular of railroad acci dent*. I have wondered whether or not we safety men actually realire that head and rear collisions have been reduced more notably In the last ten years than in any other period and have been reduced more notably than any other class of accident*. We have a reduction of 65 per cent m ten years for all collisions, and 75 per cent In ten years for head and rear eotHsloos. There is another type of accident, however, which I believe when all is said and done, could be most definitely lx?Id up a* a true index of safety performance ext railroads. As a measure of safety work, derailment seetna to be composed of the very essence ut* accident prevention work. One of the factors undoubtedly contnbutinp to a reduction hi derailments is the increase In average length and average speed erf freight trains. The average length of all freight trains operated has in creased 25 per cent, and the average speed of all freight trains has increased 33 per cent m the last ten-year period- Nevertheless we have had a reduction in the total number of derailments of 65 per cent. if the Safety Section ever needed substantialJon of their claims for the improvemcnt maife in liar operation of railroads, substantiation of their casualty rates and trf their references to persons killed and injured, this record on derailment should certainly give backing to every safety man kz the country. Nevertheless, we are perhaps inclined to be over enthusiastic about our 1931 performance. We have always been engaged in a military movement, we might say. to an aggressive attack upon carelessness and upon accident*. Since 1923, a womfetful campaign has been waged- Our fly tug squadrons, and these are the Safety Section, A.R,A.--Steam Railroad Section, NS.C. 421 railroads whose rates have been greatly reduced, have advanced to far distant positions and it has been largely through the advance of these occasional squadrons that the average of our performance has been so greatly improved. We have made some new steps in 1931, and there is a thing we haven't taken into consideration: The ground that wc have traveled over in this last year hi pressing tills salient forward, (to use an old illustration) was much easier ground to work over than it has been m preceding years. Whenever the business of this country begins to really improve, whenever the business of oar railroads begins to really improve, when die intensity of our traffic begins to concentrate again, we are not going to have such pleasant figures to look at as we are looking at today. On many railroads tltere will never be again the fraction, or the percentage of velvet man-hours that we havebad in the past. Great numbers of clerical forces have been reduced, consolidationshave been made, and 1 doubt very seriously whether we will ever see again the organisations that we had oa railroads three or four or five years ago. Furthermore, tlis easy ground that we have gone over has hud the result of making us possibly over confident, and if 1933, or this last year of the *'33 by *33" should develop a wonderful come-back, we will have much more difficulty in coming m here with a reduction comparable to 1931 and 1932. We should be consolidating our positions now. We should be bringing up all the rear troops of education and enlightcnmctzt and pressure that we can. and get the nucleus force that we now lutve on railroads so thoroughly trained and so thoroughly imbued that they will carry out this safety program. There is no greater mistake wecan make than to let our enthusiasm wane, let the enthusiasm erf our men wane now in this easy juried of our campaign, because there is going to be a counter attack. The Economic and Other Values of Safety By O. H. PAGE General Superintendent, Atlantic Coast Line Railroad Tlte speaker said in part: Sometimes wc hear the question, "What about this safety movement? What does it mean? What are you trying to accomplish?" With the greatest pride, we mav answer that question m language and figures of accomplishment on American railroads. In 1923, there were killed on the American railroads 2,056 employees and 147,936 injured. Quite an appalling situation. In 1930, those figures had been reduced by methodical mean* ot safety to 972 killed and 33,107 injured, a reduction of a little over 77 per cent. Again I mention with tlie greatest pride that the railroads of this country have reduced passengers killed by railroad accidents, all classes, from 229 in 1920 to 41 In 1931--82 per cent. A meat packing concern found by the application of safety mctltods lliat they could cut down their cost per payroll for each $1(0 from $3.25 to 33c in three rears, a reduction of 73 per cent. . it has been found by a stone company in its operations tliat by die application of safety methods, $62,000 a year las been saved. One of our leading railroads has paid particular attention to safety work and it is shown that In 1923 that railroad paid out for personal injuries $432,000, But in 1931 tliat sum had been reduced to $135,000, a saving o! about $300,000, or 69 per cent. I have watched this safety movement very carefully and as I went about attend ing tlic different safety meetings I always tried to leave the thought indelibly im pressed upon the employees, "This is your movement, something started and carried on In your behalf. You are the greatest beneficiary." And the response to tliat appeal lias been fine and noble. 422 Twenty-first Congress--National Safely Council Experienced operating men will remember as vividly as 1 do that in the yards we used to look for accidents to be numerous, costing anywhere from $1,500 to $4,000 each. Vet, listen to this! In one month, passing through our 3$ mam yards on the Atlantic Coast Lines, 530,000 ears were handled without one dollar's damage. Another month nearly 632,000 cars were handled, with a damage of only 5256. 1 am emphatic in saying to you that the safety movement, to my mind, has been the greatest factor In bringing about such notable savings. 1 wonder if we agree oo what is the most important thing concerning railroads today. What is paramount? I say to you without a shadow of doubt--public opinion, the good will of the people. Neither railroads nor any other industry can get very far without public opinion in its favor. This safety movement has been a great mfltxnce in building up public opinion. It is our custom to invite lawyers, doctors, preachers, school teachers, leading citizens of every walk of life to attend our safety meetings. Time and again, after those meetings, I have bad tliose men say to me. "Wh>, this is a revelation. We had no idea what you were doing in these safety meeting*. What a pity that this could not be carried on generally in a public way." The Accident Investigation Work of the Bureau of Safety, I. C. C. By W. P. BORLAND Director, Bureau of Safety, Interstate Commerce Commission The speaker said in part: You are already familiar with the accident mvestlgatioa work of the Bureau of Safety of the Interstate Commerce Commission. How ever. there are certain fundamental features which are often overlooked and which should be kept in mind at all times. I refer more particularly not only to the necessity of laving the investigator of accidents develop the immediate cause of an accident, but to the even more important necessity of having hhn develop the underlying causes which so often set the stage for what subsequently occurs, and to the further necessity for plugging away continually with the ktea of impressing on the minds of everyone that there no sound excuse for the occurrence of acci dents. 1 doubt if these results can be satisfactorily attained unless all accidents, however trivial they may appear on the surface, are carefully investigated by competent in vestigator* whose primary interest is the prevention of accidents of a siraiUir char acter. Formerly many accidents on railroads were investletted for the principal purpose of ascertaining the immediate cause, then deterrakuog what disciplinary action sltuold be taken, and to what extent it should be earned. There the matter rested. Today we are paying increasing attention to the more important side of ihc question, which is the development of underlying causes with a view to profiting tvy the imfnrtunatc experience of*the past. Tins is a long step in the right direction. When art accident of major importance occurs, everyone concerned is on the job for the purpose of finding out what happened and why it happened. General officer*, division officers, safety inspectors, representatives of State and Federal Commis sions, coroners, etc. Everyone is duly impressed with the seriousness of what has occurred and in many cases circumstances are such that lessons are learned that are highly beneficial for the future. The accident of minor consequence so far as casualties are concerned, however, attracts little attention: there is no commotion about it, and entirely too frequently no lesson is learned from it, although the small number of casualies is merely a fortunate dmicnstaoce, and such an accident should carry a far more important lesson that half a dozen accidents of so-called major importance. Safety Section, A.RA.--Steam Railroad Section, N.S.C. 423 It may be argued that no one has time to dignify minor accidents by careful and painstaking investigation, but the answer to any such argument is tlwt ii they are investigated carefully and with sufficient thoroughness to bring out any under lying condition or situation which may exist, the time soon will come when there will not be very many to investigate, and we may rest assured tliat the occurrence of major accidents will decrease just as rapidly as do the minor accidents. Further more, all employees involved are available for questioning, whereas in the more disastrous accident important -witnesses are often permanently silent. Railroad casualties have been decreasing for years, although just what the immediate trend is 1 cannot prelend to say; you may rest assured, liowcTcr, that they will continue to decrease, but only if all accidents are treated with the im portance they deserve. As to the steps to be followed by the various railroads in this humanitarian work, these must be worked out for each individual organization. They all have the same object in view, the saving of life and limb, and I do not believe that anything can impress itself to any better advantage on the rank and file of railroad workers in the way of accident prevention than to have the investi gation of tiie minor accident, regardless of its character, as tlioroughly and pains takingly handled as the investigation of the major accident. The investigation of the major accident obviously would take more time because of more facts to be developed, and more evidence of one kind or another to be considered, but aside from the question of volume there woukl appear to be no difference in the investiga tion itself. The result to be accomplished is the same in each, and only by han dling H in the same manner can those results be best attained. WEDNESDAY AFTERNOON SESSION October 5, 1932 Value of "Safe Practices" Committees By H. HARTENSTIEN Assistant to General Manager, Lehigh Valley Railroad The speaker said in part: In our efforts to reduce the number of casualties on the railroads It becomes natural for us to analyze their causes and if possible adopt ways and means to prevent repetition. After a careful study of this subject, and considering that 75 per cent or more of the injuries that occur on the railroads are the result of unsafe practices, it appears to be hi order to make a change in oar safety organization tint is adaptable or more m keeping with the causes which arc responsible .for produchag unsatisfactory safety records. With the tiopu ami ex pectation that a change m the name of safety committees to that of "safe practices committees," will be conducive of better results, it is recommended to the members o the Section that such a change be made. The change is recommended for the purpose of inspiring careful employees .'k> are dependable safety workers to caution their co-workers when they observe them douig auy thing that is liable to result in personal injury. Also, to more clearly instill in the minds of committees and other employees that the causes of the majority of personal injuries on the railroad arc from unnecessarily taking clwnccs and their discontinuance will be a large contribution to the goal that we arc strug gling to make by the end of the year 1933. If it is decided to change the name of committees it should be understood that reporting any unsafe conditions observed on railroad properly must not he dis continued, but a careful analysis of the records indicate that a very small percentage of our injuries occur from defects and unfavorable conditions, and the change suggested should direct the attention of officers and employees to the real reason for the majority of railroad accidents. 424 Twenty-first Congress--National Safety Council In this connection, we as a railroad have changed the name of our safety comraittee, beginning with September of this year. The time has been so short that we are unable to state today whether there will be any real benefit derived front it or not. But each and every employee and official on our railroad that I discussed this matter with before placing it m effect, thought it would be a very good thing to change the name and it would keep our employees' minds on the real causes of personal injuries. Report of Committee on Non-Train Accidents By D. A. KLUMPH Superintendent of Safety. Pere Marquette Railroad The speaker said in part: I shall not give you here any comparative figures regarding non-traiu accidents. These figures are available from various other sources. It is oar optmon that if you have each day analysed your accidents that occurred in the previous 24 hours and immediately taken action after fully deter mining the cause of each to prevent a recurrence, you have been able to discover without delay if a certain type of accident is on die increase and take steps to overcome it before h becomes serious. Great stress has been given to the need of safety rules. Most of the railroads now lave safely rule books for the guidance of all employees which should be of great benefit in reducing non-train accidents, provided they are properly enforced as well as to know that cadi employee fully understands them. But if wc do with safety rules what many roads did with the standard A. R. A. rules wc wilt find that safety rules ck> not prevent as many accidents as they should. With tiie A. R. A. operating rules on most of the railroads they were to have something to Itokf the men on if an accident occurred, instead of something about which the wen coukl be educated by proper training so they could safely operate trains without accidents. So it is with safety rules. Unless proper care is given m instructing the men as to the proper understanding and application of each rule and then a rigid enforce ment of them is node, they will not accomplish wliat is expected in preventing met-train accident*. In checking up your non-train accidents you found that some were caused by the violation of safety rules, but in more cases you find that the sole cause of the accident was failure on the part of the employee to use his Ircad. It Is accidents of this kind among employees, who were hired because of their physical abilities rather titan their mental alertness, that we now find most difficulty in eUrranatmg, and to my mind they will continue to contribute a greater percentage of the contram accidents next year. Now* that we*re beginning an upward trend in business that will require the serv ices of more employees. It is suggested that it would materially help in the pre vention of future mon-train accidents as well as other accidents to give mental alertness of the new* or re-hired employees more consideration. Building Safety Morale in the Shops - By G. H. MILLER Assistant Manager, Safety ft Eire Prevention, B. L dttPont de Nemours ft Company, Wilmington, Delaware The speaker said in part: There are actually but two major requisites in suc cessful industrial accident prevention work, a physically safe work-place and a force of workmen who carry on the work in a safe manner. Safety Section. A.R.A.--Steam Railroad Section, NS.C. 425 In addition to the fact that workmen stiould be eager to exercise the precautions necessary for their safety because they do not want to be injured, we believe we have determined another fact which should snake accident prevention easy. In the case of most accidents, there is rardv much difference between the amount of precaution taken and Ike chuohk/ which xvattfd ksw prevented the accident. In fact, we have found that ntost industrial accidents would never Itappett if employees would exercise a small amount of additional care. We are at present in our safety program, working on the theory Uat all that is necessary to prevent the majority of accidents in our shops and other work places, is to build the safety morale of the organization so high that alt members, whether they be the shop superintendents, the foremen or the workmen, will exer cise such precaution as will preclude accidents to any member. It would be difficult to carry on with this line of attack if the majority of the accidents which occur today resulted from unusual or insidious causes; for if such were the case, a local organization and particularly the workmen might find it difficult to cope with them; but such is nut the case. Accidents as a rule do not occur from unusual causes, but from Uie ordinary, garden variety of hazards over which the workmen and their superior* can have full control. It seems to us that the*cau.es of accidents have not changed very much throughout the years. For a considerable time wc have recognized that accident itreventiou is by no mean*: a separate function of management or a separate problem iu industry. The problem is distributed throughout the organization and each man has His share. The success which the organization accomplishes will be measured according to the acceptance of this responsibility by each individual to Hie lull measure of his relative position in tltc organization. It is an Interesting fact, and we believe one which Is important to the acceptance of this idea, that the building of safety morale in railroad shop* doe* not necessi tate the expenditure of large sums of money, assuming of course, that we begin with a shop that has been well guarded from physical hazards. We recognize that there are factors which influence the general spirit or morale of the employee; such as wages, hours of work, opportunity for advancement, and welfare plans, but these are usually adjusted to the needs of the hour to the satisfaction of all con cerned. The proposition that the chief aim in tlic minds of all workers, whether they be salary or wage earners, is financial can hardly be debated; but we know that behind the dominant demand of every man to learn to earn enough for the ne cessities of life and the comforts reasonably demanded by himself and his family, there is another very real desire, and that Is for persona! enjoyment of his work. We mention this because owr first hope for an early building of the proper safety noorale m any organization need not strain the economic resources of the company. Our problem lies largely in the relationship which we establish through out die organization, for our problem Is to create a morale so high that the desire or will to work safely will be sufficient to preclude those errors In human conduct to which tho majority of accidents may be properly charged. One of our first problems hi accomplishing this is to provide that management sell itself and its policies to the workers. This cannot he done by circulars or booklets, no matter bow well they may be written or how beautifully they may be prepared, or even if they are printed in every language so that they may be read by each workman in his own tongue. It can only be done by that personal contact m which there will be opportunity for tlie workman to recognize the sincerity of the higher officer*. Much of tills must come through an unmistakable evidence that the boss sincerely feels that even the humblest wage earner in his employ is an integral part of his organization. One of the difficulties encountered at the present time is that this spirit so in tensively human and so far sighted, regardless of how firmly held and tufiiered to by the management, does not always dominate the contact of the workman's ini- 426 Twenty-first Congress--National Safety Council mediate superior. It appears that one of the first requisites in creating the proper morale amoo* workers is to Insist that the foremen carry on their duties with such honesty and with such sincerity of purpose that no policy of safety of Uie company can be misunderstood. Instruction and supervision must be clean-cut and sincere. Proper instruction is not that which neglects to make certain that those ul>o are to perform the actual tasks of work know absolutely how it is to be done in safety. Nor is proper supervision that which falters, even foe a moment, to countenance unsafe practices. There is an almost untouched possibility in the development of the homely atti tude of even the unskilled and unlearned workman for hts job. The development of this attitude through sincere and sympathetic understanding will be found demon strated when the worker presume* to raise his head and offer a constructive criti cism. There is a vast amount of usable horse sense among the uneducated workers doing; routine work of the average shop which has been throttled, because an ex pression of opinion has not been encouraged, or if encouraged, the employee failed to see that any attention was given to the idea. . Contests and carajoigns have a very definite place in the program of building safety morale. Accident prevention programs have a tendency to get into a rut or to grow stale unless stimulated from time to time; and it is very important to the successful continuance of the safety program to hold occasional contests or rallies or whatever you choose to call it. to re-sihnulale the safety activities ami to return them to their logical position of importance. Contests or campaigns of this character should be designed first to improve the physical conditions of the work {dace: but the major portion of the program must be designed to create additional safety morale among the workers. \\*c behove that if by some means we can build the proper morale in our shops we will reach the point where the crafdoyecs will feci that they have more than a job paying a certain wage. They will take pride in the organization. They will fee! that they most endeavor to help the fellow worker. They will believe that their company depends or them. They will realise that the success of the safety program is assured by their loyal interest, their support and intelligent work. Exhibits of Lantern Slides At Uus point in the program two special features were introduced where large number* of lantern slide* were used to illustrate the subjects. The first, entitled "Stripping and Erecting Locomotives," was given by J. W. Lemon, Superintendent of Shop*. Missouri Pacific Railroad. The second feature entitled. "Tackling the Worst Hazards tn the Car Depart ment." was given by W. R. Dunbar. Divisional Car Foreman. Delaware Sc Hudson Railroad. Bath these talk outlines, accompanied by brief introductory remarks, nay be found in the complete proceeding* of the Safety Section, as published elsewhere. Safety to Employees While Handling Locomotives By L. L.POUNTAINE General Safety Supervisor, Great Northern Railroad The speaker said in part: In order tliat we may fully appreciate the frequency of accidents due to this cause, as well a* know our experience in the past, here are the figures on number of employees on duty killed and Injured over the past fiveyear period. 1927, killed 22. injured *1.467; 1928. killed 13. injured 3.402: 1929, killed 17. in jured 3.160; 1930. killed 17. Injured 1.929; 1931. killed 6. injured 1.383. Safety Section, A.R.A.--Steam Railroad Section, NS.C 427 < This shows a decrease of 69 per cent in the number of fatalities and personal injuries in 1931 as compared with 1927. The year 1931 compared with the pre vious year shows a decrease of 65 per cent in fatalities and 28 per cent in per sonal injuries. Our accomplishments during tlus period in bringing about such a substantial de crease itt number of personal injuries from this cause should be highly plearing to everyone. However, practically all of the accidents coining under this heading are preventable accidents, and regardless of the number of such personal injuries, our best efforts are challenged until they are entirely eliminated. Among the 35 classifications showing the causes of accidents to employees while operating locomotives, we find that injuries due to employees falling from engine or tender are the most prevalent, in fact, account for over SC per cent of all fatalities and 25 per cent of all injuries. We appreciate that there are two essential reasons why it is necessary for employees to go up on the tenders of engines--one to take water, and the other coal. The first thing to be considered is the method to be employed itt getting on and off the tender. With the advent of fhe larger locomotives, it has of course been essential to increase the capacity of the tank in a like proportion, which has made them a great deal higher than the old engine tender, and because of live increased height injury tc employees by slipping or falling from them has proved more serious. The vestibule cab# which are coming into more general use. also the design of front ends of modern tenders and the winter curtains which arc quite uniform on all railroads, all seem to make access to the top of the tender from live engine eah less inviting. The method requiring tire fireman to get down out of the engine from the gangway and go up to the top of the tender front a ladder at the rear, is in my lodgment the proper and safest method and should he given consideration by all railroad*. The rear of all engine tenders should be equipped with a prn{>ce designed ladder at each corner of the tender. A proper designed Hook should be standard equipment and carried on each engine to enable firemen to reach* standpipes in order to swing it over tender of engine or bock into place when finished faking water, so that he will not be at any time placed in a position which might cause him to lose his balance and fall from the tender or engine. The top of the water cistern should be kept free from all materials which might result in stumbling or felling accidents. On oil burning locomotives oil cisterns should be cleaned regularly and a slight coating of sand thrown on top of the oil cistern to prevent engine men from slipping when walking over the cistern. This is particularly important during winter months. Engine men should also use care to see that there is no oil on the bottom of their shoes before going or. top of a tender, since a slipping accident may easily result. It has been my experience that most of the personal injuries from taking coal have been due to the employees slipping while putting the old style coal shed pockets back into place or due to slipping or falling while returning to the cab of engine after taking coal. The newer design of coal sheds has largety eliminated the first hazard mentioned. It is to be understood that the rope or chains used in manipulating tfe coal pockets are to be properly maintained at alt times. The practice of any employee going back over the tender of the engine for the purpose of measuring water, etc. while engine is running at high speed should be discouraged. The frequency with which employees go out on the running board of engines while running is, I believe, in a large measure the outgrowth of conditions of a former time when this was apparently necessary. These conditions have largely passed away, dt*e to the development and improvement of modern engines. There is only one solution for the elimination of tills class of accidents, and that is by the adoption and enforcement of the rule, now in effect on one of our railroads, which forbids men from getting out on running boards of locomotives while in motion, except tIwi where a helper engine is cut in ahead of tlje caboose toward rear end 428 Twenty-first Congress--National Safety Council of mat txainiwaiB may go wcr the rtcmfog board U necessary to get ou top of tbe trfcio *o cxt'wcpish fare or pass signals. If anything should del'dOp on tbe esgfoc requiring gctifog onl oo the reaming board to fix it; and stteh work cannot be deferred, the train mot scop between stations to permit it to be done. THURSDAY MORNING SESSION October 6, 1932 Power Apparatus in Maintenance of Way Work By LEM ADAMS Engineer, of Way, Union Pacific System The .speaker said in part: The mawienaisce of way employees on any railroad are constantly beset with hazards of accidents. When tbe motor ear set on the track for the day's work there Is a potential hazard of being struck by a train, an automobile at a grade crossing, or another track car. Hence we surround them with innumerable rules and regulations to safeguard their movements. Men In tins branch of railroad service must constantly be on the alert to protect themselves. Their tools are watched closely for the smallest defect that might result in injury from particles of flying steel, and the very best steels and heat treating methods are used to provide tods that 'will be as nearly fool-proof as possible. Vet with all these precautions, we still have accidents. Perhaps a rail is struck with a spike maul when a spike is not properly hit. or a sledge hammer fails when striking a track chisel in cutting a rail, and we luve a cut or eye injury from flying steel, or an adze strikes a knot in a cross-tie when adzing for gauge and a foot is cut. Or perhaps a bar slips, or the trip gives way when operating a ratchet jack for spotting track, and we Have a broken arm or other serious injury. These things are especially prevalent when large groups of nn are working In. a rail renewal or ballasting gang. With such a picture before us, we maintainence of way men have for years been thinking in terms of machinery to do the more arduous and dangerous operations. Then. too. we were thinking in terms of efficiency, for safety and efficiency usually gc hand in hand. (The speaker then showed a score or more of lantern slides illustrating various types of power equipment employed in maintenance of way work.) This set of equipment is one of our best safety agents. However, all power operated tools are unfortunately not Use safest to use, although they are great labor savers. Some tools in this class are the power saw, the sandblast for cleaning sur faces preparatory lo repamting, the power drill for either rail or bridge work, ami many otIcrs--but efficiency and accuracy of work demand their me, and with proper care on the part of the operators they can be handled safely. Planning for Safety in Track Construction By FRANK R. BRADFORD Director of Safety & Fire Prevention. Boston ft Main Railroad The speaker said in part:: My object in being here is to show you a picture illustrating one of the modern methods of main line rail renewal. Tl>e operation, which is notable m many respects, is the outcome of the idea that the old estab lished methods of rati renewal were no longer justified from the standpoint of economy, advantage of the operating department, or safety to the maintenance of men. Safety Section, A.R.A.--Steam Railroad Section, NS.C. 429 In the year 1924, there were approximately 26 reportable injuries per million naan-hoars in our maintenance of way department, wad - succeeding years showed an almost constant increase, reaching the peak of nearly 34 per million man-hours m the year 1928. Toward the end of that peak year we set up the proposition tint safety, efficiency and economy were interdependent and especially that safety was the end product or the result of the correct performance of tlae job. The foresnap befog the keynian in this correct performance, live need of re-iustructfog him m his responsibilities immediately became apparent. This was done through the aardaur.fi of so-called foremen's meetings conducted at first monthly or by- owpfhly. but now* quarterly or somewhat less often, with the division engineer or the district track supervisor presiding. Ax these meetings all phases of maintenance dt way work are freely discussed, orjtb particular stress on the correct way to do the individual job. Safety, as such, as seldom mentioned at these meetings, but we carry on a running record of every persocal injury accident that occurs in a department without regard to the extent of injury, classified by the work being performed, the material being handled or worked and the tools or appliances befog used, which Is the basts of discussion tending to indicate the result of all methods and to develop better and safer work manship as well as more efficient tods, equipment and operation. These foremen's meetings are working toward the standardization of practices and procedure which not only is producing many beneficial results tu efficiency and economy, but have reduced the frequency of all personal injury accidents nearly 90 per cent in the last three years. The I. C C. casualty rate in tlie engineering de partment has dropped from 33.69 to 2.45 casualties per million man-hours in the same period. Rail removal on the Boston & Maine involves the laying of rails 39 feet in length, weighing 130 pounds to the yard, each rail totaling 1,690 pounds; fully plated track, which means two canted tie plates per tie, each plate weighing ISA pounds and measuring 8x12 inches; 9 rail anchors per rail, and rail joints weigh ing 143 pound* each, with four bolts per joint. With an average force of 133 men actually engaged in the laying, the average number of rails laid per day dori y twdvc working days was 583, equivalent to approximately 22,700 lineal feet. On the basts of 8A hours of working time, this was quivaleut to laying a rail approximately every 53 seconds. The best single day's performance wa* 734 rails laid in 9A hours of actual working time, which is equivalent to a rail ap proximately every 44 seconds. From the safety standpoint, a record was set up which will be difficult to sur pass. During tbe entire job there was no reportable accident, no lost-time acci dent, and only two very trivial injuries. Whenever a special job of any considerable magnitude such as this one hi to be done, it has become the regular practice to call a special meeting of the foremen and supervisors who are to carry out the work. The whole program as set up by the engineer's chart is outlined; the various parts of tire work are assigned to spe cific foremen and crews and each particular assignment is thoroughly discussed as to necessary equipment, methods, allocation of men, inherent hazards, special pre cautions; in fact, everything is gone over that experience on previous work of similar nature has taught _ Following the meeting, each foreman, and usually Ids supervisor as'well, in spects all tools and appliances that are to be used on the job to make certain that they are hi perfect order, and talks over with his men the particular part of the project they are to undertake. Though the men have perhaps never before used the machines that perform the special class of work to which they are assigned, these discussions, followed by the work itself, sooa make them specialists on their part of the job. In all these preliminary discussions, it would be difficult to separate or identify 430 Twenty-first Congress--National Safety Council any special safety instruction. But whether you consider them efficiency meetings or production meetings, the outcome is safety, produced through proper and ade quate planning. (The speaker then stowed by means of a moving picture how the work just de scribed was planned and then carried out on the job.) The Bridge and Building Gang By J. V. WOOD Supervisor of Bridges ft Buildings, Pete Marquette Railroad The speaker said in part: That bridge and building work is more hazardous than some other occupations is attested by statistics gathered by insurance com panies as a basis for rate ranking. This being true, it is essential that the men employed in this class of work should be very careful and use extra precaution in tbe performance of their duties. If accidents could be reduced to a minimum or eliminated entirely, k would place this occupation on a level with' others carrying a lower rate of insurance. From the nature of the work performed by bridge and building men, R being scattered over many miles of track, Ct is not always possible to have them in at the safety meetings which are usually held at a certain place and at a time in lire afternoon when it is impossible for alt to attend. They should, however, be encour aged to attend these meetings whenever possible, bring in items and take part in the discussions. If a man's Interest can be aroused to this poust, lie will not only practice safety but will be on the alert for unsafe practices in others and call their attention to these inoffensively. Records show that the handling of the various kinds of sizes of material entering Into the construction of bridges and buddings is the cause of tbe most accidents to men employed in this occupation, followed by falls of persons, the use of hand tools, and the collapse of objects, in the order named. It is then up to the foreman m handling of materials to watch his men; seeing that they arc placed in such positions as to protect them from possible injury; questioning them as to any movement which might cause them to lose their footing and slip or fall, and never permitting them to move backward while thus engaged if it is at all possible to move forward; to stand in the clear when using a crane, pile driver or other ma chine to lift heavy objects; to be sure that the right hitch is made when Hooking to such pieces of material so that they are sure that the toads will not slip or become unhooked. Another feature in tire handling of material by machinery that should be given careful thought and attention by the foreman, is tire use of signals to the operator of the machine, never permitting them to be given by the men judiscrimiaately. but designating one nun on the ground to give them to a man on the machine, and he in turn transmitting them to the operator. By strictly adhering to this practice all concerned soon come to realize the importance of it and the benefits to be derived therefrom as a safe way. The careful foreman will also use extreme caution ia placing his men. and in the selection of them for the various parts of the work to be performed, choosing suck men as are best adapted by ability and experience to perform tbe several tasks. Injuries 'caused by men falling arc usually because of pure carelessness on the part of the person injured not looking where he steps; if there is snow or ice, by not moving it before attempting to perform tbe task assigned him; or not placing himself ia such a position that he is sure nothing will happen. This applies also to wtore there arc slippery places, boards or timbers when wet, not taking the time to reroose tools or otlrer objects when left lying where he might stumble over them. Even the collapse of a scaffold is primarily the carelessness of someone in not see Safety Section, A.R.A.--Steam Railroad Section, NS.C. 431 ing that it is nailed or constructed properly, tbe floor planks of sound lumber and free from knots, or overloaded whh material or men. These and many other small matters are the cause of die greatest number of accidents by falling. The use of hand tools should be given serious consideration not only by the foreman <4 the gang but by the supervisor as well. He should at times when he is on the job where work is being done make & careful inspection of the toots being used by the men. see that none are battered, cracked, or otherwise in such condition that it might be tire cause of an injury. When he does find such tools, to should instruct the foreman to forward them immediately to the shop for the necessary repairs. With some foremen this is not necessary, as ttoy are usually ahead of the supervisor in not allowing tools to get very bad before sending them in. Another matter that at times is not given the consideration it deserves is that of cutting the outfit short of tbe required number of hand tools. The practical man knows how long it sometimes takes to get tools to toe shop, have them repaired and back again, and in toe meantime toe men are shorthanded. Many times he has to borrow from the track forces at a cost of time in getting and returning the tools, and he usually gets such as they are not using and perhaps sltoidd be where his are--that is, in toe shop. Injuries caused.by falling objects may be attributed to tools left lying where the movement of a train, some slight jar, or a careless step by a man may cause them to fall on men who are working below. Sometimes material ss jarred from a scaffold or is in such position that when picked up it slips from the hands of the man Handling it It is vitally necessary that hi erecting scaffolds great care should be taken to see that the feet of the standards are set on a firm foundation and brackets securely nailed. If necessary planks should be spiked to the ledges to prevent them from slipping, and no lumber should be used that is cross-grained or unsound or has any knots that might cause it to break under strain. All ladders should be carefully inspected when they are not m daily me. before permitting a man on them. Tto feet should be equipped with steel spurs to prevent tto-m from slipping. No overload should be allowed on either ladders or scaffolds and care should be used hi taking cither down. Machine operators should be constantly on tto alert for loose burrs, missing bolts and broken strands in cables, and see that friction drums, brakes and operating levers are in good cooditkm at all times, as any one of these defects might be tto cause of a serious injury. Present day methods require tto use of many explosive and flammable substances, such as gasoline, kerosene, wood alcohol, (Hunts, varnishes, turpentine and others. Extreme caution should be used ia tto storage and hamlting of these materials, particularly gasoline, as this is in more common use than any other. Men should not be permitted to use lights of any kind except electric, nor should they be al lowed to smoke in any car or building where explosives or flammable substances are kept. With tto advance ia oar methods and appliances for doing work, the electric motor has come into common use in our shops and even out on tto line. The use of high tension wires naturally followed, and creates a hazard to men working in places where these wires are strung. Extra caution should be used when working near an electric wire as the current passing through h camkrt be seen, nor can one tell when it is going to strike or where. Operators of motors should to in structed in tbe use of the switch to start and stop them. Unless ttoy arc experi enced electricians, under no circumstances should ttoy be allowed to make any repairs or adjustments when anything goes wrong. Signs of different kinds can be made and used in various places to keep con stantly before fire men the fact that there is such a matter as safety. At a small cost a sign can be made and placed on the outfit ears, showing the number of days 432 Ttvruiy-firjt Congress--National Safety Council since this particular crew liad on accident. Some years ago I had such a sign made and placed on cars under iwy jurisdiction and after some time our division engineer instructed me to have signs of that same kind made and placed on each car house of our division for tle benefit of the section men. One day when I was to die scrap yard, 1 saw some old slow-order signs that had been discarded, and I immediately gathered them in and ltad my pointer foreman paint on them "Be Careful--Safety First--Think of Your Family." These I changed from time to time so that tl>c men were seem* something different frequently. Those signs are sent up when the men are out where they are working on a bridge or painting or wfiatnot. So that when they go out there, they have constantly something in front of them to remind them of safety. I think that it has had considerable bearing on safety in my department. It is something like 39 month* since we have Itad a reportable accident, for which I am mighty grateful. The peraowal factor enters into the cause of accidents to a greater extent titan many realise. This may be attributed to a number of causes, snch as sickness in the family, unpleasant home surroundings, worry over financial matters, defective hearing, faulty coordination between mind ami muscle, liabnuat carelessness, etc. The supervisor should take an interest in tix personal affairs of each man m this department, a* by so doing he may be able to assist in some maimer live men who are in need of sympathy or advice. Perflaps he may be able to untangle some fin^Ex-tal affair. 1 believe many of us little realize how far-reaching a kindly word spoken at the right time and in a friendly manner goes toward making life brighter for those in trouble. Clear up the spirits of a man atxl he becomes a safer and a saner one. The Extra Gang Problem By H. A. PARISH Assistant to General Manager, Chicago & North Western Railroad The speaker said in part: Early in 1931 we had au elevation project hi the course of construction through one of our important cities, and although we or ganized with all the efficiency that we could command we soon began to receive Jiccident reports in great numbers covering a general detail of cuts, bruises, sprains, back injuries, injuries caused by spike mauls that were chipped, and other tools that were fractured m some way, arid finally an individual case came to our at tention where cm employee failed to show up for work one morning, complaining of a sore back which he claimed he had suffered the day previous. We had this man examined and found a very serious arthritic condition that liad existed for many years. ^ \\'t then checked up on the different accidents that had occurred to this gang and determined that the proper tiling to do was to have a physical examination ccxviocted covering every member of the gang. There were 1X4 men m this gang and after the examination it developed tlrnt there were 37 of them who were unfit for service. Of the 37 who were found unfit and one who was sick in his bunk car. the doctor's report showed the following: syphillix, 3; hernia, 11; leg short two inches. 1: tremor all over body, 1: serious gland condition, 7: scars of old hernias, 2; serious cases of varicocele and varicose veins. 8; serious cases of hydro cele. 2: scars from abdominal operations. 2. Every man shown under the doctor's report as affected was immediately dis missed from senfee and in this instance we established a practice that reduced our accidents among our extra gang men 90 per cent. The various labor agencies were instructed that before a man was sent out on a job he was to be directed to our district surgeon for examination. The fee for this examination, $1.00 for each, was Safety Section, A.R*As--Steam Railroad Section, N.S.C. 433 deducted from the wanes of the man if he was accepted. It he was rejected the company paid the fee. In the organization of extra gangs I would recommend the following plan: (1) As the supervision, such as foremen and assistant foremen, depends upon die kind of work being undertaken and district to be covered. I believe the organ ization for steel relaying gangs should be about as follows, where modem ma chinery is being used in the work: (a) General foremen should be an experienced man in such work. (b) A work train foreman should be employed to handle the distribution of materials, loading of old material and supervision of all work done with work train. _ (c) A sub or assistant foreman should be assigned to the different operations in connection with the work--one to be in charge at the front with men removing old rail, etc., a second to be in charge to supervise adzing and placing of new rail, and the third to have charge of spiking, gauging, etc., at die rear. This organization, I believe, sufficient for a crew of about 75 or 83 laborers, ma chine operators, Bagmen and water carriers to be used If necessary. The foreman with work train is a very important tort of the organization, not only because material must be properly and efficiently distributed, but ako because of the greater danger of injury to men employed in unloading oa loading rails, etc. In larger gangs, additional truck foremen are necessary. For heavy ballasting work the organization should be practically the xarnc as for the rail gang, so that there will be general supervision by the general foreman, with one assistant foreman to do the track raising, coc to supervise spacing and installation of ties, and one to do the lining and supervise the men in the rear who will he filling track with ballast, restoring banks, etc. Our experience hag taught us that after the selection of capable foremen, and laying out a genera! plan for doing the work safely and efficiently, a roodruastrr's work has only just begun. He should he on the ground most of the time during the first week the gang is working, and by observation and consultation with the foreman in charge, he should help to get the gang balanced, which mean* to place the men so that the work will move along in an orderly maimer by fitting the number of men to the operation they arc to do. Injuries caused by flying spikes, swinging of spike mauls, and careless-handling of ckw bars or lining bars can be avoided ff the supervisors properly space their men and tee that they arc kept in place A study of the conditions will enable the men M charge of the crew to so place the men that each will haxe Ins own particular job, know his place, am! alter a few days it will be found that there will be no difficulty in handling the crew. ' For the purpose of our subject, I believe the main principles to follow out on the line, which will be of great value to this Section of the American Railway Association, arc as follows: ^ (1) Sufficient supervision. (2) Proper detailed organization, with a view of avoiding "bunching' of men, the men passing each other on the job. (3) Prevention of defective or otherwise unfit tools on the job. (4) Thorough inspection of all track cars used. (5) Proper coupling between motor cars and trailers, and inspection of all machines used. (6) Proper restriction of speed at which track cars, or other machines, may be run to and from work. (7) Proper spacing of such track cars and machines when running to and from work. (8) Avoiding overcrowding of men cm trailers or motor cars. (9) Preventing men getting on or off cars or machine* or work train cars in motion. 434 Twenty-first Congress-National Safety Council (10) Avoiding getting- men excited by unnecessary hollerlag on the job, etc. (11) Have all laborers examined as to physical condition before employment. The report of the resolutions committee was then presented by J. A. Long of the Delaware Sc Hudson Railroad. Chairman, and two resolutions were formally pre sented and adopted by the Section delegates. __ The first was a resolution of condolence upon the death of J. FUnagtn, Manager, Safety Department. Chicago, Milwaukee, St. Paul & Pacific Railroad. The second resolution acknowledged with thanks and appreciation efforts of all who liad participated in making the Washington Congress Session successful. Report of the Nominating Committee The report of the tellers who canvassed the election of officers for the Section, was made l>y J. J. Heavcy, The Erie Railroad, and announcement was made of the election as follows: Chairman of the SVc/tes--Charles E. Hill, General Safety Agent, New York Central Lines. First Vice-Chairman--C. L. LaFountaino. General Safety Supervisor, Great Northern Railway. _ Second Vice-Chairman--H. A. Parish,, Assistant to Central Manager, Chicago & North Western Railway. Members selected fur the Committee of Directions for die Ensuing Year: Eastern Territory--F. Hartenstetn, Assistant to. Genera! Manager, Lehigh Valley Railroad; H. A. Rowe, Manager, Claims Department, Delaware, Lackawanna and Western Railroad. Netr Bugfend Territory--C. N. Woodward, Assistant t Genera! Manager, New York. New Haven & Hartford Railroad. Southern Territory--Robert Scott, Director Insurance & Safety, Atlantic Coast Line Railroad. Canadian Tenitory--A. Q- Beck, Director, First Aid & Accident Prevention, Canadian National Railways, Members of tbe Committee on Nomination for the ensuing year: F. W. Curtis. Supervisor. Safety & Fire Prevention, Denver & Rio Grande Western Railroad, Chairman: E. G. Evans, Superintendent of Safety. Louisville & Nashville Railroad C F. Larson. Superintendent of Safety. Missouri Pacific Railroad: F. M. Metcalfe. Superintendent of Safety. Northern Pacific Railway; J. C. Pratt, Supervisor of Safety, Tbe Redding Company. The dosing minutes of the session were devoted to the Introduction of the new chairman. Charles E. Hill, and to appreciative and eulogistic remarks concerning the services rendered by officers of the section during the past year. ADJOURNMENT TWNTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Textile Section Officers 1931-32 General Chairman--E, E. Place, American Mutual Liability Insurance Co.., Boston, Mass. Vtct'ChcrirtHQ*--Cuxxi& H. Eames, Lowell Textile Institute, Lowell, Mass. Secretory and Chairman Program Commillee--Icsjatius MacNulty, American Woolen Co., Sh&wshcen, Mass. Chairman Publicity Committee and Ncivs-Letter Editor--<Mymox B. JoxsiEltc, H, A. Hale, Jr. & Co,, Boston, Mass, Chairman Membership Committee---D. Frakx Loud, M. J. Whit tall Associates, Ltd., Worcester, Mass. Chairman Poster Committee--Fkeo W. Sruh, Aetna Life Insurance Co., Hartford, Conn. . Chairman Statistics Committee--B\ J. Foktek, The U. S. Finishing Co, Pawtucket, , R. I. Chairman Engineering Committee--G. W. Cock, Travelers Insurance Co., Hart ford, Conn. Members aJ Large-- Arthur Barlow, Armstrong Cork Co., Lancaster, Pa. Russxll T. Fisher, The National Association of Cotton Manufacturers Bos ton, Mass. Walts* Humphreys, National Association of Wood 'Manufacturers. Boston, Mass, Johh H. Southaw, Sanford Mills, Sanford, Maine. Paul W. Vjetz, Plymouth Cordage Co., North Plymouth, Mass, WEDNESDAY MORNING SESSION October 5, 1932 The opening session of the Textile Section convened in live Wardman-Park Hotel with General Chairman E. E. Place, American Mutual Liability Insurance Com pany, Boston, presiding. Chairman Place gave a brief resume of the activities of officers and standing committees, and then immediately introduced the first speaker. 435 436 Twenty-first Congress--National Safety Council if T 111 - j pa. a t-- ' - u Principles of Safety vK < By M. W. HEISS Employment Hanagtr, Proximity Manufacturing Co,, GrMMbotOi N. C. The speaker said in part: A noted authority says: "The prevention of acci dents must be done by: (1) protection against potential accidents, by safety appli ances placed about the working place or worn by the employees; (2) a study of the cause of each accident and protection against recurrence; (3) supervision of the physical and mental condition of employees and correction of any causes lor acci dents found in them; the removal of suscptiblc employees to work where no hazards exist; the safeguarding of fellow employees from accidents liable to result from defective workmen; (4) protection against disaster as far as possible and providing defective means of escape for employees in case of disaster," A study and periodic inspection of the physical conditions of tl>c working places for the purpose of preventing accidents is neither difficult nor prohibitively ex pensive. Safeguards are proved economical as well as humanitarian measures. Practically all progressive machinery manufacturers and mill executives have rec ognized this and although some have not extended their efforts far enough, only a relatively few accidents can be rightfully charged against the physical conditions of the plant. The importance of safety inspections m nulls, however, should not be nunfmfzcd. They should be made by persons folly capable of thoroughly inspecting the plant from an accident prevention viewpoint, and they should be given the wholehearted cooperation of managem&rt, operating- executives and employees. A careful study of the causes of each accident to ascertain whether mechanical conditions or conditions in employees, or both, were responsible, is most important; for only through such a study can those m charge of safety work even hope to eliminate the possibilities of the repetition of like accidents. Tlie human factor m industry involves many things: some of which cm be regu lated by direct measure* Among these sue physical and mental unfitness of indi viduals tor certain types of work. I am a strong believer m physical exanuoatioos of employees You wouldn't jKt a six-ton load on a two-ton truck. When you buy a truck you find out what its capacity Is and you do not overload iL Why not find out die physical capacities of the mm before you employ them--then why wot avoid overloading them? Hundreds of reported casualties result from lias type of malemploymcnt. The j>ri>cr placing of men and wornm in your plants wffl play a most important role in your accident prevention work. The management of an industry should realize the importance of the training, supervision and discipline of employees. Tragedies frequently resah from adequate training, haphazard and inefficient supervision ar>J poor dfiapHoe, No foreman is an efficient foreman unless lie is capable ui these respects, regardless of his other quali fications. And now we must consider that somewhat abstract requisite of accident preven tion--we must make our employsafety minded. We must instill m them the desire to eliminate accidents, thus protecting themselves and their feitar employees. Nature lots endowed all mankind with tbe instinct of self preservation, bat we roust elaborate upon that Instinct: we must make the men and women m industry realize that they must continuously combat accidents is order to preserve tbamdret How* cun we do all this? Of course, the general answer is through education, but that covers a multitude of things; and so must the safety program in industry. Many processes of employee safety education have been successfully used by ktdm- tries. Some of these are the use of posters and bulletin beards for accident illus tration, statistics, lectures, motion-pictures, employee safety committees, and safety competition. Others come under the head of drastic fix-ms of education such as reprimands, limited suspensions and even discharge of employees who stand in the Textile Section 437 way of the effectiveness of the safety program. The effectiveness of any or all Is to a great extent dependent upon how measures are handled, and therefore, the chief responsibility rests upon management. - We must conclude that unless tbe foremen and other operating executives in our Industries are real believers In safety and take an active part in accident prevention work, the cause of safety itasn't a chance. They must possess more than a sympa thetic feeling for the man who has been hurt; they must feel that they have a re- sponsbUity for protecting all under them from injury, Foremen should cooperate unreservedly with those m active charge of tbe safety program. The responsibility for the reporting of accidents is generally theirs and they should execute this duty with the same sincerity as they do their other duties. They must use their every energy in helping to develop that accident prevention spirit in those under them. They must realise that they- can't pour safety ideas into the heads of men and women; they must lead them to think in terms of safety, for regardless of the size of the mill, tbe organization is going to be just as strong for safety as the men in charge of it are strong for safety. No industrial safety program can be really effective unless a positive plan for Its adtnhustration is forthcoming from the executive head of the organization. Tf safety results Are desired accident prevention programs cannot be considered in the same light as those of social service or recreational departments. Its importance Is not subordinate even to production or manufacturing costs. They are both vitally de pendent upon it. Periodic accident records should be viewed as carefully as those of production and costs. Report of the Nominating Committee The report of the Nominating Committee was then called for atd officers for the Section were elected as follows: General Chairman--Charles H. Eamcs, Lowell Textile Institute, Lowell. Mass. t Vice-Chairman wt Charge of Pn>j?r3i--Ignatius MacNnlty, 81 Wallace Street. Malden, Massachusetts. Vice-Ckmrmm--W. W. Hass. Proxtmitv Manufacturing Co., Greensboro. N. C. Secretory end NctPs-LeUer Editor--E. R Place, American Mutual LtabHhy Inivanct Company. Boston, Massachusetts. Committee Chairman--D. Frank Lord, M. J*. WhittaH Associates, Ltd, Worcester. Mass. Statistics Committer Chairmen--J. T, Trolinger, American Betnberg Corp.. and American Gtanrstoff Cnrp.. Elizabethton, Term. " Pester Committee Chairmatt---Fred \Y\ Sehl, Aetna Life Insurance Company. Hartford. Coon. Emgmeermg Committee CAafrunw--Paul W. Viet*, Plymouth Cordage Company. North Plymouth. Mass. Members mt Large--Arthur Barlow, Armstrong Cork Co.. Lancaster. Pa.: Rmsell T. Ffobo'. The National Association of Wool Manufacturers. Boston. Mass.: Walter Hompfecys. National Association of Wool Manufacturers, Boston. Mass.; and E. G. Padgett. North Carolina Industrial Commission, Raleigh, N. C. awftslT - Why Our Accident Plan Is Successful ^trr By J. FOSTER SMITH Agent, Fe-juot Mills, Natmticeag Steam Cotton Co,, Salem. Hus. The speaker said in part: Tn 1914 the old mills of my company were totally de stroyed by fire. Happily, there was plenty of insurance, and rebuilding started as soon as the ashes had cooled down. With but very little loss of production, the 438 Twenty-first Congress--Nationul Safety Council new plant was soon in operation--a new Naumkeag modern in every respect-- beautifully lighted with high studded, perfectly ventilated rooms, wide stairways, well arranged toilet and locker rooms, hospital and rest rooms. Machinery, ultra modem, adequately guarded, gear covers automatically locked when the machine was in operation, rules and warnings plainly bulletined, everything predicated a very low* loat-tiroe ratio and correspondingly lessened premium rates for the company and for the operatives--the ttttllemum so far as safety was concerned. But alas, it did not work out that way. and our lost time compared most un favorably with that of the old mill, ami other antiquated factories of the last century. Our experience was terrible and it seems as if the very completeness of cadi detail of the new factory militated against it--lacerations and punctures, strains and sjwams. Hernias and dislocatfons totalled a ghastly sum in our days lost ex perience. so that instead of credit for our efforts there was an increasing ratio ofIcthsaergeemss. to me that in the did mills there was a protective instinct, one might even say a hereditary caution, born of long experience which automatically kept tlc workers safe, white m the oew mill, light and airy, and wholesome, there was ev idently a deceptive air of safety which.caught them off their guard and resulted hi pyramiding of accidents that was most disconcerting. An Immediate survey demonstrated that quite a large proportion of lost time was due to strains and sprains. One cause of this was quickly removed by an order forbidding the wearing of fashionable high heels, -not only while at wdrfc, but also when coming in at bell-time. * A further survey diov.ee] tluit a perfect epidemic of hernia had tremendously run up cute fost-time and expense account. This led to the rule that all mates, before employment, must be examined by tlw: mill doctor, and jobs denied to such a$ could not pa** negatively. After that came Hie establishment of a mill safety com mittee. a very irajmrtattt part of which is the workers* committee. Once deckled iqxxn. the plan for our safety nrgamratiou was promptly eoniplttad, and with minor clonges ha* been in successful ofieratfon for six years. The safety cnomizatKJcf is* made up as follows? at the mill there are two workers' committees, each composed of nine members, appointed by the overseers front the several departments of Hie tntfls, for a term of three months; and Jwkhug fort nightly mfctickgs. at which time recommendations and suggestions are submitted, test-time accidents dfocussect and safety subjects generally taken tip--such as back strains, mfeciSiHW.. unsafe practices, demonstration* of the prone pressure treatment, proper nay to lift heavy object#. Hi sftnrt m three months* course in safety jiractices of ureal practical value. Although one insurance company give* a reasonable amount of free service in directinjt the work f the safety committee. I have always bdieved that better results:, and quicker, would be obtained by live employment of a man trained for that particular job. \\V employ such a man and he acts as chairman of the workers* and overseers* cotmuhlecs. directs the various activities, prepares ami posts bulle tins. and in general is the inspiration and guiding hand of the whole service. This portion 1 consider very tmjiortant. After the workers* committee is the overseers* committee .made up of aH the brack of departments tn the mill. TJw eostaiitke meets once a month, and dis cusses all the rccwwwcndai>uo and suggestions made by the workers* comxnttec, test-lime 'accidents, and many other matters harm# to do with safety. Jt passes on Use several recommendations submitted and ns ease of socoeihmg unusual or beyond its jurisdiction, passes the matter on to the general cornnritlee. The general committee is made up of the managing director, or agent of the nitfl, cite several superirtfetideuts, the office man in charge of accident insurance, ami the industrial nurse. To them comes the duty of making final decision on alt safety work. This committee discusses lost-time accident* and all recommendations Textile Section 439 referred to it from the overseers' committee--it is, in eScct the final word on ttw whole safety organization. Another function of the general committee is that it h a visible assurance to the other more active committees that they have the cordial support of the management. The experience of the last six years--the life of our safety m*inim2ation--how* a consistent diminuendo, as compared with the pyramiding of charges during the preceding decade. Specifically our experience is as follows. 1927--33.3 per cent charge; 1928--27.9 per cent charge: 1929--19 3 per cent charge: 1930--2.1 per cent charge; 1931--8.0 per cent credit. In dollars and cents this means on our full time jiayroJl--mill and WeacHery--a saving of about $4,000 a year. Another interesting table shows a record of ottr accidents with nx>re than 50 days lost: 1926, 18 accidents: 1927, 14 accidents: 1928. 7 accidents: 192v. 5 acci dents; 1930. 4 accidents; 1931. 4 accidents.. And now to get back to the query as to "why our accident prevention plan is successful," I think a ready answer may be found in the cooperative and whole' hearted way in which everybody concerned, from the executive officers to the least of the employees, has entered into the spirit of the tiring. Another reason is the fact that no suggestion, be it ever so futile or mexiKtdtent, u ignored or held up to ridicule, bat receives proper consideration. Its adoption or rejection is based upon its merits; in no case is anything done to discourage an employee from eon~ thiumg interest in the safety consciousness we are trying so hard to make universal in the mil!. Stilt another reason is the leaven instilled in the other employees by Use past members of the workers* committee, now numbering nearly 300 men and women. who by practice and precept are factors in educating the vtlkdc.. THURSDAY MORNING SESSION October 6, 2932 The Fundamentals of Accident Investigation By E. G,, PADGETT Director of Safety, North Carolina Industrial Commission, RateJgh. N C. The speaker said in part: In the begteming of our safety work we found it difficult to get an accurate picture of conditions surrounding an accident. Thfc was caused by the fear expressed and sliown. on tiie part of a larg* percentage of employees,, that the Mivefetigatfort was being }k-1e] for the purpose of establishing lcal liability. Compensation, as well as accident investigation, was somethrr* new* to them, and they were afraid that their testimony would jeopardize their chances of receiving just compensation. Tins fear, however, has been removed through a program of education, and instead of trying to hinder the work, the wune workers lend all possible assistance to the end that similar accidents may never occur again Practically every plant, regardless of size, carries cm some form of accident in vestigation when a real serious accident occurs. However, in loo many instance*, it is carried on in a more or less haphazard manner--tl>e same way a lot of our, plant inspection committees work. An accident occurs, someone is seriously injured <>r killed, the investigating committee gets together and in about ten minutes they have found out all about it. And that's that until someone else gets killed the same wav. I believe there are two main reasons why investigating committees <k not get the desired results. Most of them seem to have (lie idea that they must find <*tc major cause of the accident, and to do this they go through a process of etth..nat>oo until they finally settle on one main cause. In most accidents there are a number of causes, and if we eliminate all except the one that looks t!>c biggest, our im-csti* 440 Twenty-first Congress--National Safety Conueil gaticn will be mere or less a failure. Let us Xsy to find all the contributing r >es and make our recommendations accordingly. Another thing h that a majority of Die committees are very confused b> the term "injury" and "accident." At least, we have found this tp be true in our state. The records of accidents sent in to our department (and these are typical of those kept in the individual plants) show hundreds and hundreds of reports listing as causes of accidents such things as flying particles, slipping, falls, stepping on, bump' tog against, etc. These arc not the causes of the accidents--they are the cause of the injury. We must first necessarily have the accident, then the injury follows. Finding the cause of the injury and stopping there will not do very much good in preventing a recurrence oi the accident. We must find out what set the flying particle m motion, what caused the person to slip or ioll, etc. If we do this, then w can get at the matter in the proper manner. A case in point is that of a large textile plant reporting a large number of acci dents from stepping on glass. We thought it possible this concern was engaged in manufacturing glass on the side. The mil] superintendent was much surprised that Die Commission should send a representative clear across the state to make an investigation, ft looked foolish to him for the Commission to investigate something already reported so thoroughly. Wc found that eondoyecs were allowed to bring bottled soft drinks tmo the plant, and that from lime to time some of these bottles were broken, someone stepping on the broken pieces. The Commission's representa tive asked to see Die saiety commute's reports covering these accidents. In each case the committee's report s!vowed as cause "stcr-ping on broken bottles" but made no recommendations lo prevent similar accidents. Against his better judgment, the supermtendcrrt was persuaded to call Dm committee together and hold another in vestigation on the subject. The investigation took the better part of an entire afternoon, but it was well worth the time and expense. It was found that the employees, after finishing their drinks, would xi the empty bottles on machinery, in the window', on the floor, or any hsndv place. Naturally, a good many of these bottles were broken. The committee recommended that containers be provided for empty bottles, and all employees warned tint no empty bottles must be found m any ether place. It was also found that when a bottle was broken, instead of calling the sweeper to clean up the broken glass, employee* were prone to kick the pieces under machines to get them out of the way. A recommendation was made that should a bottle be broken, the employee breaking it was responsible for cleaning up the broken glass, either by doing it himself, or having the sweeper boy do It. It was also found that a large number of employees were wearing bedroom slippers or shoes with practically no soles. It wan recommended that this practice be discontinued and all employees be made to wear shoes with good soles. One of the most complete set-ups on causes of accidents, and one we are trying to put into use at our plants as far as possible. that given by H. \V. Heinrich. Travelers' Insurance Company. Mr. Heinrich lists 2 per cent of accidents as of an tmprevcntablc nature; 88 per cent under the heading "supervisory causes," and 10 per cent under "physical causes." Under the' heading supervisory causes he sub heads faulty instructions, inability of employee, poor discipline, lack of concentra tion. unsafe practices, mental unfitness, physical unfitness. Under physical causes he includes poor housekeeping, defective equipment, unsafe building conditions, im proper working conditions, improver planning. Improper dress or apparel. If an investigation committee is to make recommendations that will really prevent recur rence, it must be able to recognize the accident causes and classify them. . I have mentioned the necessity of trying to find all causes of an accident rather than to center on one major cause. This brings to mind the case of a young girl in one of our dgaret factories. This young girl, thinking she was about to be late for work after lunch, started running up the department stairs. About half way Textile Section 4*11 up she slipped and fell, fracturing the bone in her right upper arm. Complications set in and a considerable amount of money was spent in medical bills and compen sation. Prior to the time when these bills were rendered, an investigation was held by the workmen's committee. This committee found that the girl "slipped on the stairs while running" and recommended that drastic step* be taken in the next case oi a person found running :n any part of the factory. Tins was good as far as it went, but it did not go far enough. It Is probably true that the girl would not have fallen had she not been running, but there were other causes overlooked by this committee. After bills for medical treatment and compensation were all in, the general safety committee decided, it was worth their time to investigate this accident. Its report contained the following as causes of the accident: (1) girl was running up stairs; (2) she was wearing extremely high Steels; (3) steps were wet from recent scrubbing; (4) stair treads were worn very uneven. (5) stairs were msuJJtcieiitly lighted. This committee looked for and found alt the contributing causes hi this accident and were enabled, of course, to make recommendations that were realty helpful. They recommended that rules relating to employees running id the factory be enforced; that a careful check be made on shoes worn by girls and Use wearing of high heels while in the plant be discouraged; that Boors should not be scrubbed umfl the factory had closed down for the day; that new treads of non-slip type be in stalled, not only on ibe stairs where the accident occurred, but over the entire plant; and that sufficient lights be installed lo assure proper illumination of all stairs. One of the hardest things we have to contend with is getting- committees to Investigate the accident tfit causes no injury* Most of Diem seem to think lbat because no one was hurt, it is foolish to go to the trouble ami expense of making an investigation. It is probably true that more time will be spent In investigating a serious or even minor injury than would he used in the no-injury type. However, thst accident should be investigated, if by tk> other than ti foreman of the depart ment. 1 know of one large concern In cor* state Dial spends almost as much time investigating slips and falls as they do fatalities. This interest dates back some eighteen months to a day when Die president of their factory visited the plant. He was from New York, a very dignified old gentleman, and in nenng through the factory suddenly his foot -slipped In a puddle of oil. Possibly it would be a good idea if wc could get more dignified presidents to inspect their plants occasionally. The Relation of Accidents to Production Losses By HERBERT A. SPKAKS Employment Manager, Warwick Mills, West Warwick, Rhode Island The speaker said in part; Accident prevention lias always received special at tention in our plant program. We have realized the destructive waste due io accident, and we are constantly reminded of its terrific cost. Long ago we learned that what we pay out for compensation and medical treatment Is but a fraction of the total cost of accidents. The intangible cost, hidden in delays to production, in tampering with quality standards, may be guess work, but ire recognize it as a continual threat to our costs. All this provides sufficient motive to pot on % real fight. But isn't there a chance to earn money by safety work? If so. here is more reason for fighting, and fighting harder. Our plant was designed for efficient production methods. It was laid out to provide the greatest possible efficiency in the placement of machinery and the distribution of power. Provision was made for the efficient handling of supplies and materials, in entry, storage, processing and shipping. Of course, a system of constant inspection governs the matter of maintenance and repair. To meet safely 442 Twenty-first Congress--National Safety Council requirements, guard any machine that may carry a special hazard; examine materials and tools to see that danger is excluded from those sources; issue instructions on aU tasks on which carelessness can cause accidents. In addition, a first-aid room was installed: not merely for accident relief, hut to reduce losses that arise through scheduled interruptions caused by minor ailments. Our accident prevention work, however, might better have been called "the pre vention of accident repetition." We believed that our work was mechanically safe guarded, we knew our employees to be of a high grade. With the exception of accidents, we realized that some of these might be of the type called "unavoidable.1" Our method of investigation was to check on the story of how ft happened. The foreman and.the nurse then filed their report on forms wlvtcb provided the facts needed by the insurance company. The next step war to devise means that should prevent this kind of accident from happening again. Occasionally the accident fre quency would rise to a level that was disturbing; and we realised that although we might be preventing the repetition of the same load of accidents, there were new Jomls arriving. It was disconcerting to admit that with the right kind of plant, efficient machinery, correct placement and routing of materials, studied jobs, instruc tion and inspection, we were still facing the starting [joint of all safety programs-- the human dement. After a Kttle flurry of injuries carrying the tag "carelessness," we decided on a change in our method of accident investigation. First of all, we re-examined a sheaf of reports. 69 in all. covering accidents of the past five years: in 56 of these eases we found that somebody, often the victim, iiad not performed a duty as in structed. Are there any general reasons why so many people will consider rule* and regu lations as something to Ik followed according to their own discretion? Perhaps the answer is "incomplete understanding." But before we reach that depth in our probe, are there motives, urges and impulses that send a person's decision off into the wrong direction? And can we Isolate these decision controls where we can know them and work toward their correction? l.et us consider some of the 56 cases arising out of disregard foe regulations. Five of these eases were infections, resulting from failure to attend to a miner injury. Our itosters carry specific orders tluu all injuries of any nature must be reported for attention. There is a very serious side to Hits matter. If wrong practices are getting past m, what are those wrong practices doing to our produc tion schedule and quality standards? If our check-up ami supervision have missed llicse little things that can Iwcomc so mighty, how long have they been going on? And, Ismv muny may he going on. right now, undiscovered? We found also tliat 11 of our cases were possible inspection faults, altlmugh they were mostly minor irregularities, in a machine or appliance, not serious enough to be caught in the usual inspection, and evidently not considered as Important by the operator--until the accident resulted. But it a faulty machine or appliance is al lowed to continue in service, what happens to production and quality? Ten other cases could be laid to the matter of instruction. Being old cases, we cannot check on the condition that governed them, hnt again we find a suggestion as to another cause for quality troubles. Toda\ c are working on the basis that accident Is a tattle-talc. We shall fight against its headway, and we shall also put it to work as a kind of "state's evi dence." In this way we feel that our accident work is going to have a new imjioriattce In its assistance to the maintenance of [production sdtedule* and quality standards. Ottr new line of action starts with closer investigation as to the actual cause of the accident particularly toward a disregard of regulations. Where we find this disregard, we want to know who is to blame for it. We want to know, also, the reason for disregarding the regulation. Textile Section 443 We can foresee that this entails a revision of the methods of instruction. The ucw course will stress safety, but it will also give mure attention to the worker's job security resulting from production maintenance. Here again wc are forcibly re minded of the matter of individual education, and a few* case reviews may rinm- our reason for belief that a deeper search i necessary to learn the cause for a person's wiUmgrveu to disregard regulation- One accident was that of a worker wlo took it iijkwi herself to make a machine adjustment that Is restricted to the experienced mechanic provided for that ixirpo&e. This was purely a selfish incentive as the worker was ran piece rate. Her inter ruption arrived at the same time when the madianic was on another job. To gam a few rmmrtes' earnings, she undertook the adjustment herself A little excursion into the thought of How many times that may have happened without detection, and what that sort of thing means to quality and producIon. arouses us to the realization that here is a big field for education. The same selfish incentive of personal ad vantage is found m person* who have cleaned their machine while in operatiou, merely to rearrange the program of tlwnr duties to a new distribution routine that Is more to their personal liking. Accident has crept m through this hole. Various kinds trf production fosacc can also creep throngK The past two year* have change*? the thinking habits of so many people? that we think we can be more exclusive in our explanation of what wc must have and why wc must have it. Not so long ago safety work was under a whispering campaign which insinuated that the safety idea was a smart way for an employer to save doctor's teHs and compensation payments, and a means of getting more work out ol the employees. At that time, if you attempted to prove that whatever increased production and lowered costs was to advantage of the worker, the reserved opinion of the bearer was that you were a missionary of Pollyanna. Today, however, with so much public discussion of the employment situation, the uitellburnt worker has a new understaitding of the problems confronting management aw! in most of the plants, whether or not they curtailed employment, an increased proportion of tire employees realize that management's battle is In the worker* interest as well. Health Hazards in the Textile Industry By a O. SAPPINGTON, M.D., Dr. P.H. National Safety Council, Chicago The speaker said hi part: Perhaps the best brief summary ever given of the health hazards in the textile Industry is that written by Doctor Milton J. Rascti&u of Harvard University: "The principal conditions which affect health in the textile Industries are working >n a dusty atmosphere which is often kept very moist and usually very warm In order to keep the fibre pliable and workable. Working in an atmosphere which is excessively moist and frequently very warm, and further, containing an excessive ajixnmt of organic dust, subjects the workmen to artificial and unnatural conditions which cannot be conducive to health. Presumably, the heat and moisture predispose to rheumatic states and inflammatory condition of the respiratory tracts which are aggravated by the irritation of the fibrous dust. It ts believed that workmen so exposed arc more prone to contract common colds, bronchitis, pneumonia, tubercu losis. and other inflammatory diseases of tlx respiratory tract." To these may be added seven other hazards, mentioned by Kobcr and Havhurst. as follows: (1) poor lighting, (2) presence of carbou dioxide And carbon monoxide in the air, (3) oon-regtrlatkai of unscientific and unsatisfactory maintenance of arti ficial moisture and beat. M) dust, (5) absence of cleanliness, (6) lack of a plentiful supply fresh air, and (7) exposure to dyes and other chemical substances. 444 Tivcuty-ftrsl Congress--National Safety Council A little more detail should be given on the possible exposure to dyeing processes and those allied with them. A great variety of compounds are used tor coloring, bleaching and fixing agents. Among the most important of these ore amuoma, mineral acids, naphtha, gasoline: chloride of lime, and other bleaching substances; salt u such metals as copper, arsenic, iron and ebromitzm, aualine dyes; wood alco hol; and a variety of coloring materia] made from foreign woods, some of which are poisonous. Additional harm may also result from the employment of lead salts, especially ki calico printing, the use of chromate of lead In dyeing yams, and in other processes. Keeping in mind that the principal health hazards of the textile industry are exposure to dust, high beat and high humidity, poisonous and irritative compounds, poor ventilation and poor iltanvtnatloa, and excessive amounts of carbon monoxide and other injurious gases, the following control measures are suggested: (1) The use of properly constructed and adequately maintained and supervised systems of local exhaust ventilation to minimize the amount of dust produced and take core of gases and vapors arising from certain manufacturing processes. (2) Provision for automatically controlled systems of humidification and tem perature control, which wilt be adjusted in accordance will) minimum effect on the worker's health, in so far as these may be found practical and adaptable to manu fac(t3u)ringThperocuesseseosf. enclosed processes as far as conditions will permit, minimizing the amount of dost produced and preventing the escape of injurious fumes and gases Into the breathing zone of the workmen. (4) Provisions for adequate personal protection of each employee, including goggles and respirators where found necessary; protective clothing of various types, including gloves and the use of ointments to prevent irritating effects of various che(5m)icalTs.he use of proper washing facilities (including shower baths and access to running water to neutralize the effects of chemical splashes), change amt locker rooms, so that the employee may put his bo$y hi proper condition before leaving work. (6) Aside from special humidification and heat control systems, adequate venti lation should be provided In rooms where tiiere is no special dust or gas hazard. (7) Proper illumination Is especially important for those persons who are doing fine work; these types of occupations occur at various points Iw the manufacturing pro(c8e)sseTs.he institution of a system of employment, physical examination and peri odic re-examinations. Together with this should go a dispensary and first-aid service, for the administration of first-aid procedures both for illness and Injuries. In my personal experience, I have visited plants in which all of the above measures have been successfully carried out, and in every case the sickness and injury rec ords of the companies involved proved that this type of preventive service was a valuable investment. Textile Safety Kinks and Safe Practices By J. T. TROZ.rNGBR Insurance Dept, American Bcmberg Corp-. American GUnzstoff Carp,, Klixobethtott, Term. The speaker said In part: As a matter of explanation, I must say that during the period covered by my remarks we did not have as convenient a safety organiza tion as is now being set up, and it has only been during the past year, when we became members of the National Safety Council, that we recognized the need of such a membership and an organized safety movement such as we are about to Textile Section 445 inaugurate. The safety achievements up to tills time, however, have been encour aging and are attributable largely to managerial cooperation with outside influence. Our greatest number of accidents are caused by eye injuries, mishandling of tools and equipment, slips and falls, bums, strains and spurns, and striking against and being struck by objects. In the first twelve months under review, eye injuria* made up 27 per cent of all case*, in the second period 24$ per cent, and last y ear 31 per cent. The mishandling ot tools and materials was responsible for 16, 18 and 19 per cent of all accidents. To striking against and being struck by objects may be attributed 12 per cent, 16 per cent ami 14 per cent; and slips and falls account for 14 per cent, 9 tier cent and 10 per cent of the total. Strains- and sprains w ere responsible for $ per cent, 9 per cent and 2 per cent Bums account for 9, 6 and 2 per cent. These type* constitute III per cent of all accidents in the plant and arc sonic of the kinks which must be overcome. In order to combat effectively a group of accidents it is necessary to ascertain in which department they are occurring aud the reason for their occurrence. In other words, the "where'' and ''why" must be analyzed, with the end in view of taking sups to pret ent if possible tite recurrence of the accident. The most common causes ore, lack of use of goggles, misjudgment, inattention and undue haste; disobedience to safety instructions, no instructions given; itvcxperkuc; improperly guarded ma chinery arid a variety of other minor causes. To combat t!tc*c the folloAiug steps should be taken: First, a very careful physical examination should be given to every applicant for employment, both when he is originally employed and before re-cntployment after a long layoff. Examinations should also be made after recuperation from injury cj illness Is complete. Second, once a new employee is on tbe job, every known hazard in that depart ment should be thoroughly explained and specific instructions given as to Iran to . avoid those hazards. Third, supervisors should be ever alert to detect unsafe practices and conditions in their departments and take steps to immediately correct them. They tinxild see to it that discipline is maintained, that all factory rules, production as well as- safety. are adhered to, that injuries of even tbe most minor nature are promptly cared for in a well-equipped first-aid department in charge of a capable nurse, that the details of each and every accident that does occur in their department is promptly and thoroughly investigated by themselves in order that the cause may be ascer tained and eliminated. " Fourth, good housekeeping, cleanliness, orderliness and the maintenance of tools ^and equipment will eliminate a multitude of injuries and should be religiously maintained. Fifth, an inspection should be made weekly of the entire premises by an em ployee familiar with safety standards and requirements, and monthly Inspection should be made by a group of employees who arc routed from time to time. There should be a general safety committee meeting held at regular intervals and their recommendations for safer conditions' should be passed on to the proper authorities. In this connection it is highly important that the engineering staff of an organiza tion be sympathetic to the safety movement in order that the execution of meritor ious recommendations may be expedited. And finally, the plant magazine, and attractive, well-located and regularly changed safety bulletin boards, are also a source of appeal to the employee and should be utilized to the fullest extent * 446 Tu'ettiy-first Congress--National Safely Council Textile Safety Kinks and Safe Practices By ARTHUR BARLOW Armstrong: Cork Ce* Lancaster, Peerna. The speaker said hi part: I want to offer you an outline of the safety policy existing in all the Armstrong Cork Company plants. This policy inspires and encourages suggestions for safe and sane working conditions mod through our safety <ki*rtment est&hlidies a cooperative effort of executives and employees to organize ami maintain ideal cotsdttions for the prevention of accidents- Our super intendent* have tbe unqualified approval and support of the company directors in the proMKrfion of safety work. The safety engineer present* a monthly report to ti>c superintendents of the acci dents that have happened during that period, giving a detailed statement of came, effect, ami costs, with action taken or suggestions made to prevent recurrence. The same report is presented to the workers' committee at their meeting for consideratimi ami comments. Foremen of departments are encouraged to report every unsafe practice whether in their own or other departments, and it is obligatory for them to exiriuut thoroughly wlen putting a new man tn work alt tlie hazard* per laming to his job. Our safety c-njmvetT has organized an intwr-dteparttwental safety contest by divid ing the department* into groups according to live degree of risk workers are ex posed tn. Points are awarded on a percentage basis for immunity from accidents during each month. A report of this is prepared and posted m each and every department. In addition to group rating, u total record of accidents, days lost, compensation paid, medicat expense iucwred. number of employees, frequency and severity rates. l*olh of minor and major accidents. Employees, both foremen ami workers, are united to make suggestlcm for oper ating improvements, reductions of waste, ideas for new* products, and removal of hazard*, money award* being* given according to the value of the suggestion safe* utHied. Our safety engineer was asked by the Department of Labor and Industry of Fctms} Ivaitia what, m his judgment, had been the most important factor m pro moting safely in our company's organization. His reply was that "tbe most itnl>onant factor in promoting safety in this organization lias hem the teaching of first-a!4.M Approximately 20 per cent of our employees have taken this course ot tnumuR and study. In teaching these men first-aid. a wonderful opportunity was presented c> emphasize that accident prevention want as important as it was to render service w the unf<*rtunatc injured. These men are missionaries of safety scattered through every department and we are convinced that a great measure of the success we are accocmdishmg m accident prevention is due lo their influence ami example among their fellow* workers. A'D/OURVMEXT TWENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL Woodworking and Lumber Manufacturing Section Officers 1931-32 iinterml Chairman--R. C. Barr, Lumbermens Mutual Casualty Co.. San Francisco. ' Calif. / iVc-CAarriMaM--J. W. Smith, Emidoyers Reinsurance Corp., Kansas City. Mo. rice-Ckeirnmn--Loins W. Kemerg, lienee! Body Co.. Louisville. Ky. Secretory?--W. A. Wu^osc, Altadena, Calif. Xetvs*Lciter Editor--Roland Tonks, The Surly MsMttfaeturmx Co., Itic,, Chicago, UL _ Chairmen Poster Committee---K- Roes Farra, Grand Rapfcls Safety Council, Grand Rapids, Mich. " Chairman Program Conmnifie--F, A. Pollock, Lumbermens Mutual Casualty Co, Chicago, 111. Chairman Meuthcrsfi>fi Casstmiftcc--M. C. GoowsefiRU. General Licctric Co... Erie. Pa. Ckflfmaii Statistics Committee--joi5. s H. L^t, Rockford Industrial Safety Council, Rockford. Ill Chairmen Engmeering CommtUee--Ahtiiok Mvrray. Container Corp. of America, Chicago, 111. Chairuran Health Committee--Gr.e> v F. Gfct?vt\-. American Seating C.= Grand Rapids. Mich. Chairman Slides and Safety Kinks CommitfeC'-'V. \Y. Hrau-n*. Employers Mutual * Liability Insurance Co.. Wausau, Wi*. ^ .Ueuibrrx af Large-- Hakicv Guilokrt, Pullman Company, Pullman. Chicago, US. A. O- Jackson*. Aetna Life Insurance Co,. New York.. N. Y. II. G. Wiaaitc, Lumber Mutual Casualtv Insurance Co. of N. V. New York, N. Y. TUESDAY AFTERNOON SESSION October 4, 1932 The session was called to order in the Wardman-Park Hotel by James C. Wilson, Vtce-PresideoL. Lumbermen* Mutual Casualty Company of Chicago, who presided in the absence vi General Chairman R. C. Barr, unavoidably detained on the Pacific Coast. Acting Chairman Wilson welcomed tbe delegates and then introduced Vice Chairman Loot* \V. Kerberg, Mcngel Body Company. Louisville, who read the report of the General Chairman, prepared by Mr Barr. 447 44& Txeenty-first Congress--National Safety Council Report of the General Chairman BjrX. C. BABM I.iimhfliaaM MaMatf CaMtllj Ctafcor* San PnmcUco la part the *> iulW i fc-vrywr c<MMdd with accident prnttuion work know* that kw tfcr p*a* twu your* our effort* have been tsoltipiicd so that they nwglirt be rtfectawr Ifor w naimaiiiai u working hoars and tbe number cf days of mighj mum per *fa m mttm mfaMrwJ pkuau. the iodiricfaul income has l>een curtailed, aod uatirr vuc* eimd*Wfc mm umm* tu murk with a mental handicap, and bring *o hiwitfir*p|i4 mm mwnt pumr to mjurv and are also more prone to extend tHrir pertod 4 fagAdny Uur b dar wunrmiar of employment. In many >utc. the tn'm--in eumpaunriinn. xgaiml b* law has beesa in excess of the average carmng >wwf ut *** m4n nan*! fWung thu period Tlsere is >.<-- *%mj4 art*. tuu*i"Mr w minn-tiite wkh the woodworking and lumber ma.mrfaprtwmg memory mm dauun m ik* accidental injury rates published by the Council kr Bar yemr t^Jl rates have been reduced from 44.63 in 1929 to 31.09 jn IVH. S*wrs> fau* ha** hwti tadwed from 3.73 in 1929 to 127 in 1931. These cnmmterur deebur* m ad traiftarwy rates were taken from the reports of 129 unet* rr> anting h HO! tv.it) --d ivjq. These 129 units had a 1931 exposure of 46jCW,QU<> rui. but uku td the intpruiefncm* in each rate oc curred during 1931. * Fatality rates took * durj* drup Lctwtxti 1924 and 1931. ami this accounts foe most of the improvemean tw the general mtrfity rase. There has. however, been no particular improvement m the prone and partial disability cases; tlrerefore. there is cooshkrabk1 work t di on the part of woodworking interests in locating and tninimiring conditions which cause permanent ami partial disability. Temporary disabilities have declined substantially tn both injury rates. The fomitare manufacturing class, consisting of 38 industrial units, with an average of &6S2 employees, made the best showing with a frequency rate of 14.7 and a severity rate of iS6. T5e most severe from the standpoint of experience was the logging operations, which produced a frequency rate of 74.02 and severity rate rtf 934. There were 24 units reporting with an average number of employees of 3.326. In this group six fatalities occurred. Chairman Wilson called the attention of the Section to the death of Major Harry Slrere-Clark. safety director for the British Columbia Loggers' Association, which took place at Ids home at Vancouver on September 3rd, 1932. By a unanimous vote of die delegates the secretary was instructed to include in the minutes of the Section a resolution nf appreciation and condolence on the death of Major Stecre- Clark ami to forward a copy ot the resolution to his widow. Kick-Backs and How to Prevent Them By O. C. BOILKAU Safety Engineer, Personnel Relation* Division, RCA Victor Co., Inc.. Camden, New Jersey The speaker said in part: It is interesting to note some data on toek-Kacks given by Doctor I.cRoy P. Kulut in an article which appeared in the Kationai Safety Xetrs for November. 1930, The figure* represent 176 accidents investigated by tlw Lumbermen* Mutual Casualty Company, Chicago. A total of 21 fatal cases re sulted Of this number. 46 per cent occurred on machines equipped with sub-stand ard guard*, and these accidents represented $6 per cent of the total cost: 33H per .rent of the total number occurred on unguarded machines, and these cost 35 per cent H'oaixvorking and Lumber Manufacturing Section 449 of the total. Where approved guard* were used tew- accidents were reported, and the cost of their Kttlmaart ns ooly U per coot of the total cost. Next m importance to guards and other safety fixtures on the machines, the device most effective in protecting die operator from thi* type of accidents is the ktck-b*ck apron which is familiar, undoubtedly, to nearly everybody in the wrxwtworldog industry. The RCA Victor Company'* accident record shows only two kick-back accidents in the cottete of tbr last three years. One of these was serious, and was caused by tlv operator foiling to use a spreader. Thfo small number of lock-hack acci dent* has been far, largely to the *< of automatic speeds and machines. In the rough rip section all saw* are gripped with kick-hack fingers. mid screens over the chain imrrtii~i`T" *3tml*r to the one In the mill mahm h the Victor plant die shunter of kick-back* has been elurahteted. to a targe extent, bv the use of torot-t ami fixtures. Another factor which ha* Wiped to reduce kick-back hazards is the rigid and frequent inspection and the careful wjfafengacr ui alt saw* and knUcs. A fall saw often is the direct cause of a kick-buck accident. There are also usher forgoes of a more general nature which work toward a ftfarko m kickback accident*. Efficient processing of operations Is one of these. It H possible to plan all work passing through the rough mill operations (where the mochfae* are.. Cor the most part, automatic and provided with kick-back guards, or easily can be made to include such safety attachments! so a* to manufacture properly the component parts to very definite dimensions. Thcsd dimensions sliould be such as to avoid any re-suung of material after It* delivery to the finish mflk thereby reducing to a minimum the necessity of performing operations on such machines as trim saws, hand jointer*, etc. It is upon machines of this nature that kick-backs are most HJccIy to occur. Another factor which plays an important part in the elimination of kick-lucks Is the proper setting up of machines. The set-up man should be familiar with all types of woodworking machinery, and should be able to visualise p-ovsTWe hazards in the operations with which he Is concerned. He must make sure that saws are properly secured, revolving knives properly balanced, safety guard* attached., and all with consideration of thc particular material to be used. Aside from the proper safety equipment, perhaps the most important factor bi reducing kick-back accidents, or any type of accidents. lies in the capable selection and training of personnel. Serious eonsldemloa should be given to the prospective employee's accident record, if It is obtainable. The Victor Company posts the employee's accident experience on his employment reewd so that in the case of re employment such informatron is readily available. Adaptability tests also cats serve a useful purpose in determining the man's fitness for the job. Too much emphasis cannot be placed on tbe proper training of the employee when he starts work. The work habits formed during the first day or two arc likely to remain with him, and it is the foreman's responsibility to fee to It that these habits are right from tbe start. Tbe foreman also must make sure that the machine is in first class condition, and that safety devices are properly installed and used. The Conditions of Saws and Their Relation to Safety ' By WALTER H. GEBHART AssiiUnt Sale, Manager, Henry Dixiton A Sons, Inc., Philadelphia, Fenna, The speaker said m part: It will be the purpose iu this discussion to bring to your attention the less obvious, but the real causes for accident---causes which are easy to prevent, with care, but which too often are given too little attention, proba bly through lack of knowledge of their existence. The dangers existing in the 450 Txivuty-first Congress--National Safety Council lumber mill in connection with circular saws are due chiefly to (1) saws being out of round. (2) saw's being dull. (3) setting: teeth improperly. (4) alterations in shape of teeth. (5) carelessness in sharpening saws. (6) failure to maintain proper speeds and running saws at a speed faster than that for which they are tensioned, (7) saws not properly aligned. (8) center hole in saw not correct size for mandrel, (9) saw not fining collars projxsrly. (10) saw mandrels not level, and plates in mandrel, uneven collars, mandrel bearings worn, and failure to keep bearing well oiled. The dangers existing in the lumber mill in connection with band saws are the result of ten major conditions: (l) saws not being benched properly, to obtain the proper tension, levelness, or correct crown on back; (2) not joined properly, cither by brazing or welding; (3) case hardening: (4) improper adjustment of guides: (S) saws not properly strained on wheels; (6) incorrect or poor swaging; (7) improper grinding of teeth; (8) failure to have mill and track in proper align ment to each other; (9) boxes not tight: (10) vibration in the mill. We are all acquainted with the instructions issued by the automobile manufacturer as to the proper methods for "breaking itiH a new car. Longer life ami mote sat isfactory service are promised with the proper break in. This is true of a band saw. particularly before it has been adapted to the wheels on which it is run. The physical condition of the metal will conform itself to the peculiar conditions of each individual "rig" if the saw' is properly adjusted in the filing room. It must adjust itself to the wheels, the alignment of the mill, the siwed and feed maintained. There Vs a quality about a ew hand saw which we will call "surplus" elasticity, and until this Vs adjusted to its proper bearing with tin; u>e of roll or hammer, the taw will not do vis best. The subsequent condition of the saw depends greatly on the initial attention given to getting the saw properly adju>tcd. There i* one danger in the lumber tmurafaeiuring mills common with all type* of It is iron buried in the log. Such obstruction* shuttfrf he removed be fore sawing. Saws may cut through them, but the danger is ever present that il will destroy the cutting unit. Saws should always Tie removed from the mil! after striking iron, to have the teeth reset and sltarj^ncd and any other necessary wtfflc done to put them in serviceable condition. The same conditions exist in the rcmamsfacturiug or wK>dwtirk>og shops as those Hi the lumber mill, mul these Hay*; die same relation to safety with both band ami circular -ant. In addition, woodworking shops utilize other types of saws which in some respects present different problems of safety. The groover saw. dado head, groove cutting combination saws, narrow hand saw's, and high speed machinery with positive speeds, have added to tire necessities for "perfect conditions" of the saw* in order to avoid accident*. Saw* are also used for cutting many materials or product* other than wood or metal. and their hazards are increased through kick cd saw e*iervrnce In the plants. In many cases there is difficulty Hi determining the projier saw for the pwrpoae unless the problem b submitted to some capable saw manufacturer for solution. The very fact that die materials present a difficult problem in cutting makes it im perative that siircutl attention be 'given to the condition oi the saws in order to avoid failure atul accidents. In the metal industry there arc three tyjses of cutting : (li ckl ciKtmg. either with Ixmd >aws car cirenlur saws: (2) cutting metal when hot. with circular saws: ;md (21 friction cutting, with discs. Cutting metal in a cold condition I* done both at slow speeds and feed* and iast ami leeils. The kind of roelal being cut largely depends on these factor*. Ferrous metals usually are cut at slow s!*cvd* and feeds. Non-tcrton* metal* are cut at both high st*ec<bc and slow *)cet)s. It is highly imjiortant that dose attention K* given in the ijsiti<m of all saws used for cutting metal regardless of the class or kind of cutting. 1 timing metal with luuut saw* tlterc are two types of saws used for this pur- Woodworking anti Lumber 'Manufacturing Section 451 pose: (1) flexible back saw*, and (2) tempered throughout saws. The flexible back saw's are hardened on the toothed edge only, tltc locks are soft, they cannot lie reset and sharpened The tempered tltrouglumi are bright finished and the teeth may Vic set and sharpened. Flexible back saws ordinarily operate at slow' speeds in cutting alt kinds oi metal. Automobile body plants, however, are using flexible back liatul *aw> and are operating at high speeds. These saws have proved capable of cutting bxtv metal at high speed*. The element of speed enters as the main factor In the citusider-nitKi, for with the increase in speeds the hazards develop.. The condition* of thc.*c *aw* Hint their relation to safety ase nearly identical. A resolution was unanimously i^assed that the Woodworkitw? and f.mmlH-r Mann factoring Section go on record to "protide all manual fed rip saws with hood and splitter." A motion also prevailed that the National Safety Council convey io `im nninufacturers that it ts the consensus of opinion ol members of the Woodworking ami Lumber Manufacturing Section that "the saw manufacturer:* stump on sjjw* tin' safe ritn speed at which the saw was tensioned." * THURSDAY MORNING SESSION October 6, 1932 Tsie report oi the Nominating Committee was called fur and vas rc.id K-. the Secretary. K. R**s Farra. officer* being elected as follow*: General Rylaiwl Jones. The Surly Manufacturing Co.. IWChivait*>.. l`iee-Chairtt*an--j- W. Smith, Employers Reinsurance Curp.. Kansas City. M. SVy/Warv--M. C. GotKi*petKl. General Electric Co.. Erie. Pc**myl%ania. Xcn'S-f.cltet FUiior--Louis \V. Kerberg, lleugel Body Co I.mn*vl!iv. K*. IzHijhtrerhtfj Committee party. Detroit. Michigan. wa<>""J. A. Purdy, Michigan Mutual l.i.iW?i!j yOiu- Statistics Committee Chairman*-*-M Francis. T. H. Martin & Company* Mobile. Alabama. Health Commitice Chairman--~u. \\\ Bran?., Knndmers Mutual I.iability [sssttra Company. Wausaw. Wisconsin Memlvrship Commitire Citoirmwi-~E. Ross Farm. Grand Rapid* Safely Connell.. Grand Rapids, Michigan. Program Camtmilee Chairman K G.. Padgett. North Carolina Industrial Com- rnlsskm. Raleigh. North Carolina. . Members at I.eir.ic--R. L, Barr, Lumlicrmcn'* Mutual Casualty Co.. Sun Fran cisco. Calif.: Harry Gollbert. Pullman Company. Pullman. Chicago. III.; H. J. Kelly,, American Seating Co. Grand Rapkle. Mich.: Jolw H. ].tr, RivkfnrJ IiMitMtrlal Safety Cw*el. Rockford, III.:. F. A. Pollock,. Lumbermen's Mutual Casualty Co, Chicago,. 111. Safety in Retail Lumber Yards By J. C. WILSON Vice President In Charge of Safety Engineering, Lumbermen'* Mutual Casualty Co., Chicago The speaker said hi part: Accidents listed under the retail lumber yard group on a frequency basis show the majority to be caused by splinter*, fall*, struck by falling objects, and vehicular, in tlw order snamcd, all of which appear to us as being properly classed "preventable" lux*use they are ig>t as a rule result of mechanical defects. A few simple rules are required fur tlx* usual tyj* of retail lumber yard safety program. 452 Ticcaty-first Congress--National Safety Council A good substantial fence should be made and painted, with gates at entrance and exit, and unobstructed view at exit for pedestrian safety. A sign should be in stalled requiring the driver to stop and give a warning signal before crossing the sidewalk. This fence assist* materially in keeping boys sutd tramps from loafing or sleeping around lumber piles and sheds and starting fires. All double decked storage sheds should be built with sufficient width to provide a runway at kast six feel wide to allow safe working space. This runway must be safeguarded by providing a guard rail not less than 3J4 feet from the platform. The rail must be solid ami substantial and if movable the sockets should be strong enough to support an ordinary lead. A stationary Udder with risers at kart 4 feet above the platform should be installed and where the shed is more than 100 feet long a Udder should be provided every 75 feet. Where a stock of sash, doors or roofing is stored on the upper deck, a stairway at kast five feet wide should be provided and equipped with a handrail. Where space is limited, the stairs may be hinged and counter-weighted to swing up out of the way. Piling in die yard requires levd ground and substantial foundations. Steps to permit easy climbing should be built in as the pile grows, and the. top should be battered down to prevent the wind from blowing loose boards from off the pile. Where space is restricted and high piling required, a derrick properly anchored is used as a hoist; be sure it is safiriy anchored ami the rope and hook in good condi tion. Workmen must be warned never to throw a beard down off the pile until certain no one is below. . , ,, , Lumber U received in many kinds of cars, and a pivoted car door roller will not only add to safety in loading box cars but will greatly speed up work. Heavy leather aprons. kalUcr pads, and foil leather or leather-faced gloves wilt prevent 99 per cent of splinter injuries. Every splinter should be immediately and completely removed, the wound properly cleansed and dressed and the case reported to the employer. The frequency of infection front splinters has led insurance companies lo recommend that all cases be immediately reported to and treated by a physician. A standard first-aid kit fully equipped should be kept in the office where someone with proper knowledge can render first aid while awaiting the physician. . _ Many yard* have at least one rip saw for light work. Where a rip saw is main tained, it should be equipped with a splitter and hood guard always kept m place. The bottom of the saw should be protected and all belts fully covered. Only an experienced man should operate a rip saw and it should be kept sharp and swaged. Other safety measures include keeping the floor near the saw cleaned up. If the floor becomes smooth and slippery, it should be roughened up; a simple plan to follow is to spread glue and sawdust over the smooth surface. Where coal. sand, or gravel is sold, elevated tracks and bins will require constant attention to retain them in good repair. Rianways or platforms should be railed, tatonary ladders provided, chutes' or dumps kept m good order. Power loaders usually have exposed gears which should be encased, and electrical equipment re quire* constant attention Men working with soft coal suffer fractured toes and housed feet unless required to wear safety shoes. _ The chief fire hazards of retail, yards are those In connection with the heating equipment. Chimneys should be of brick or masonry built from the ground up, preferably on the outside of the building. Stoves and heating boilers should be placed oq a concrete Boar. If a combustible floor used it should be properly protected by *hcet metal or brick extended a good distance on all sides, with ample clearance m all directions from combustible material. Be certain that all burning equipment for furnace or boiler is installed in accordance with standard practices. Sharings and sawdust should be cleaned up every night and deposited in a safe receptacle until removed or burned in the boiler. Smoking i* the cause of numerous lumber yard fires and should be strictly prohibited. "No Smoking** signs should be ported conspicuously throughout the building and on posts in the yard This rule should be strictly enforced and no violations tolerated. Woodworking and Lumber Manufacturing Section 453 Private first aid fire protection is a necessary factor in handling incipient fires. If the yard is large, a system of hydrants on circulating mains should be installed with approved hose, nozzles, etc., in sufficient quantity placed in hose houses at strategic locations. For the small yard, water barrets filled with water and equipped with two pails each, placed 150 feet apart along all driveways in the yard and xheds and with standard equipment of approved extinguishers in other buildings will suffice. It Is also desirable to lave a watch service at night, Sundays, holidays and at any other time when the yard is not operating. Safety in Wood Operations By JULIEN E. KOTHERY ' Forest Engineer, International Paper Company, Hew York The speaker said in part: The cost to the paper industry ol wood accidents be comes apparent when we review the rates of die govaraocstt assessments in force in large sectioas of Canada. Ontario, whose government compensation board is one of the oldest, had a rate of $1.75 per $100 of payroll m 1936, but 3 per cent in 1932, with $4.75 for the small jobber whose usual annual payroll docs not exceed $10,000. Quebec^ borrowing from Ontario's experience, recently set up a rate of 3 per cent, but finding it insufficient, is reported to be cocridcrmg raising it to 5 or even 6 per cent. Hew Brunswick already has a 5 per rate. Just what does $5,00 per $100 of payroll mean? It means that the northern woods men working in the camp under the usual conditions is more likely to be injured in his occupation than the navigator, railroad man or the fellow engaged in loading artillery shells. His hazard i* about the same as the steeple jack, quarrymaa, or the safe mover, and is exceeded by the caisson worker, the blaster and the skvseraper man. * The total cost of accidents for an individual jobber may sometimes exceed $1.00 per thousand feet and amount to 15 per cent of the cost of delivery of logs to the landing, while the cost of each aeddem U often astonishing. In one typical large operation the cost varied from $30 to $220 per accident, and averaged $80 for all. The cost of accidents Is, therefore, alarming, and the first step in bettering condi tions is to analyze the nature and cause of such accidents to see how and where the problem should be first attacked. I am indebted to Doctor IV. S. Barnhart, of the Lumberman's Safety Association f Ottawa, for causative data covering 2,103 repre sentative cases studied in the year 1929. These cauae* are as follows: Carnes of Accidents Humber of Accident* Percentage d the Total Usingaxes............................. 335 17 Falls ............................... ..354 n Falling or rolling logs................................ ...277 13 Falling trees.................................. ...174 8 Jammed by logs or chains..................................156 y Springing of branches or tree*.....................103 5 Horses, by kicking, tiling, running away... 70 Falling Branches.................................................. 60 Muscular strain.....................................................58 Using tools other than axes and saws..........51 3 3 3 2 Flying materials................................................... 48 2 Freezing......................... 47 Lacerations and punctures...................................43 FalKng timber, slabs......................................... 37 Using hand saws................................................. 36 Defective hand tools............................................36 Miscellaneous unusual causes........................... 196 10 As an accident prevented has a zero cost, it is well worth while to do everything 454 TutMly-firs! Congress---Xutumal Safety Connell possible to eliminate such occurrences. Mr. A. Koroleff, of the Woodlands Section of the Canadian Pulp & Paper Association. Montreal, has kindly furnished me with many of the following suggestions: The physical examination of men before employment has been tried by the Ontario Paper Company with good results. Numerous cases of contagious diseases, hernia and other physical defects which might give grounds for compensation cases, if not re jected. or at least recorded, were readily detected. The next step to impress upon the jobber, the men in charge, and the lumber' jacks themselves that accident* are a charge and a handicap to their industry which affects all connected with it. One case brought to my attention was that of a jobber with an exceedingly bad accident record, wlto was finally convinced of the needless waste it entails. He made a rule that any man injured so as to necessitate leaving camp could not come back to the job again. A cuttspicuou* display of safety rides and posters to sliow how the most serious accidents occur and How they may be avoided has also been recommended. Such educational measures or publicity drives Have been of great value in reducing the carelessness causing forest fires, and have a well recognized place in safety work. Minor accidents may produce major disabilities through delayed or poor treatment, avtd prompt and effective first-aid is generally recognised as of great importance. First-aid hits are universally recommended for all camps, with larger calnneU for 1iead>planers and small field kit* for the men able to use them intelligently. Instruc tion in their use is most essential and should be given at least verbally to all men. with demonstrations ant! written instructions by a physreian to the more intelligent men. such as the jobber, cook, scaler, inspector, etc. Step* beyond the first-aid bring us to the consideration of a company doctor on full time where there are sufficient men to justify it: 500 men has been suggested as a justifiable number. Tlic (Holies of such a doctor are not merely to dispense medical service. He should be employed and paid by the company to reduce the number, duration and cost nf accidents by all. proper arul effective means. He should be able to better sanitary coodvtkm*. in the camps and hygiene among flic men: to prevent many accidents from readtfaf: the compensation stage and to intelligently follow tltc*e that do. to see that there is no question of needless expense or lost time. Discussion: Replying to a question. \V. J. McCombs, manager. Engineering De partment, Employers' Casualty Company and the Texas Employers' Association, said: "One of our logging company clients a year ago had a loss ratio of 65 per cent loss paid to premium. The rate of compensation insurance was $7.00 per $100 of payroll. Tn the last year this loss ratio was reduced to 11 per cent of premium. In Texas we have a Slate Fund, and the emupensation rate automatically goes tip or down accord' inn to experience- Our educational program is what cut (his plain's loss down. Every Monday all men were called together bv their supervisor and the last week's accidents were discussed and instructions given for the following week. We gave twelve days intensive safety training to the foremen hist year with this risk. All tools arc examined weekly on this job. They quit using two-bladed axes because of the accident* tltcy caused and are now using pole axes. Each Monday all trade motor car* which carry the employees from camp to their job arc carefully examined. All woods foremen have been trained and are competent to give first-aid. A bulletin Hoard is mamtamed on the job in a very conspicuous place, which shows the accident record of each foreman day by day. This keeps up the interest and a foreman with a had accident record is ridiculed. Each month the foreman having the worst record it given a large turtle lo feed and care for during the following month. Posters of the National Safety Council are received regularly and new ones are posted every three days. New' posters are discussed at each Monday morning meeting by tlx fivoiwn. Alt Ptri JiW raUnets are afro examined M these weekly meetings. ADJOrRX.XrEXT INDEX rrcventmg AccWoii* to Public UriMtj* Em Actikit Pfotaiwg Equipment Miautateer* ex` Sucrie*: Minute*. 107-119, XggmijtDWijr Coamhte* Report, Ul. ployees on the Streets and ilioiiwaj* (i'rcuano), 362*363. Safety Among OrWets in Scauced Hees (Wells). 196*199- State Regulation ot Commercial Vehicles am) .Vcfidmi-rmx Employee: Sec Personal Fac tors. Their Operators (Hoffman'), 196 197. Successful Fleet Safety Work. Without So AttidaM Statistics: Length of Service of In /arod. 22a cial Personnel (Ruth). 1S1-M5. Automobiles: Maintenance of the Motor Ve Lessons Learned from Near Accidents (B<y4fts>, J10-JS1. Recordiajr and Using Accident Data (Kb Mon}, 360062. Varvniti Acdiroii in Car B-jitdfug (JQraml), 272-273. ('nuxsal Accident* in the Msefcme Shop hicle and It* lnuwrtsnce in Fleet Safety (Show). )ff 300. Automotive and Machine Shop Section: Tnfnt Session with Power Press Section, 351 356. Minute*. 131*140. NomwHtmr Committee Report, MT Officers. 131, (irn*p (Salisbury), 274-275, l'nuual Accidents in ihc Metals Jt tfort B and Lesson* to be Learned from Them (Griffith), 273-274, AccidenIs--Costs: Accident Cost*--A Round Back Injuries (Roberts). 7(7i, Ifanosh, J. I.: Prcsidenl`4 Address, 2122. Banquet 31*22. Tabic Discussion (Secants), 403-404. The High Cose of Injutiu (Ma^roder). 260- Barlow, A.: Tactile Safety Kink* and Sale Practices, 446. Aecidwnt*--Report Forms: Accident Statistics am) Costs (Carr), 214-315. Add**. R*lMy (a Chemical Pump* mmI Putap tag Machinery (Lawrence), 172-I7X See also Chemical Industry. Adam*. G. J.` Xtfwt of (UijMiittte on Hnxard* of IurtHmlnr Nip* on P*r^r \{a. chine*, 313*322. Adam*. L.r Power Apparatus an Maintenance <d War Work. <2*. Adams, \V. W.s Recent Progress ot i*aSei* in the Quarry Industrie*. 3K3-3K3. .Ulvarxod Sarny Kaghteering Session. 2J-3i Aeronautical Section: Uiawtcs. 111-H*. Aeronautic*: 3fsintair.figr Efficient FiWj Bonder. H. J), t Ladder Safety Code, 123-124. Bennett. &. G.: Health Work m the Small ^Plant. 46.9k Unusual Accidents in tf* Posmdry tIulr>, 271-272* BcrnafiHM, C. W,,: PccJcntatfea of Awards n the National Traffic Safety ConieM, 19J. Address. M2 BUnd, T. W :' Maintenance of Power TV**.* Equipment few Safe Operation. 356 351, fSkomfiefd. J. J-; Dust Cbatertt of tire At mo-spherc in Various Dusty Industries. S3* 57. i#!s-omborc, R* A.: The Three Most Cowmen Cavm sf Accidents m ehe Ful4k- UtiKi? Indoitr*-, 553-964* Through PhyascM Fitness (Paddoo), 317.lit. Moinicnartce A Vital Factor in Sale Opera* tMwi of Air Transports (Lockwood). 116 117. Safety Factor* in Air Transport amt the Adaptation of "Jfltad Flight-* Training to Schedule Ais-line Operation (Pricaxt). tit116. Aishtoo, R. H.: Address. 411-412. Aideri, E. R.: Psychofegy and Accidents-- Menial Kate During TfifnHwmt, 332 333. A. R. Ay Snftt.r Section ? Sea Stun Ral- rnmt Scction. A. S. S. E.--Engineering: Section: Geneva) Chairwwn'a Report, 138. Minutes. 1)6*130. Nominating Comraittoe Hepwt, 130. Officer*. DO. Report on Investigation of Accident* With Portable Hand Torches and Pfesmbers* Furnaces, IS. Anderson. M.: Accident Prevention tor Women Workers, 37-34. Annual Meeting ol Members 9.19. Aethenrfeth, A. J.: ElomnatMMi of Haaards hi the Engine Room. 3*3*391 Automobile Driving- Accident Experience In ihe Delivery. Taxicab anti Dus Scctron Dtiring l^tj (Lundsteadt). (62. Deiiverina Food Products Safely by Automo bile Trucks (Frost), 231. Maintenance of the Motor Vehicle and It* Importance in Fleet Safety (Shaw), Ili-Sft BqcImu*. C- fv,,: Effects of Comficiitir-n on Morale of Employer*. 336-337. Dotfeau. O. C.; Kkk-Ba-eks and How tn Pre*rM Them. 446-449. Boilers: Rules for the CmutrudloM f High Pressure Marine Boiler* (Hoover), 246 249. Hums Systems: See i!m Ktvsidi. Borah*. L.: Redactor Power Pres* *d Ms* chine SI'up Hasards Through Engineering Revision, .154-335. Ihthid. W. P.r The .Accident lartMintho Wwk of the Bureau of Safety, 1. C. C, <22-tfS. Bradford, F. R.: Ptanrung for Safely In Tuck Coustrwction, 43*-130. Brand. P. }.: Unusual Accident* In Car Building. 272*2?3. Breebmd. A, W.: The Fin: ami bxs>)ooM Hatards in the Pipe Line and Jtfateral _ CaM&oe frdmtrr, 346*542. Ilridces, K. W-: U;kuu<> of (wbci by JW. Glfeaer, 211. Bridge*: The Bridge and fttsiMing tiaiig AVond). 430-432. BvtgM, G. B-v Ice Sceriug Mneh>ne Haz ards. 3*9-396. lifurklacber. F. G.r Kerl,ic * Seejs with Progress In Safety. 335-336. Brytlec*. W. H-: Lessen* Learned Jmm Hear AccdenU, 166*311. Iteffe. F. G.: An Ojwrailmr Fzeristlve'a V'ew 2oMn. Safety and Accident Prevention, 202 Methods ol Safe Driving (Coachman), 151-1*2. Tk Tnrthnl Ctnimt Associations Sate Drivers League tHrmitton), 15- Buftetin Boards: Sense in BulfcliM aB3on2r"di Publicity (or Aafety <S*ert*ii). 455 456 Twenty-first Congress--National Safety Council Bitch, A. R. It Maritime Safety ProJStabte? 2*4*235. Rwtterwarth, A. B.: Cleaning and Gns-Pre* int Cargo Oil Tank*. 240-341. ,, Buxton. K- K.: Accident Prevention la the Meial Trade* jt the Crossroads, 270-271. Calenders: In Report 4 Committee on H ards of Inrunning Kips on Paper Machine* (Adams), 311-3197 321. .. Callahan. J. J.: What the Manufacturnc of IbcMMcr Can Do to Promote Safety w the Tanning Industry, 254*253. _ Car BtUMiag: Untt*nal Aceideate m Car Building (Brand), 272-273. Carbon Trtraekloride: Is Carbon, Tetraeblor* tde a Health Hazard as Used tn the Rub ber Industry? (Shirky), .391*402. . . Carr, C. L: Aeeueat Statistics and Costs, 2M-2I3. Carrow. T. H.: Safety Today, 4KM31, Cement Industry: Analysis of Acesdem* is the Cement Industry (Curtis). 145*144. (iond-WUI Dividends from Safety Work rhJchren). i5*19. ,,_ . .,, In the Wake of the New* (Dempster), 143* 144. Methods of Safe Driving (Coochnnan), 1SI- lii. Tire Portland Cemeat Association's Safe Drivers League (Hamilton). 150. Safeguarding Our Eyu (Zook). 133*155.. Safety from the Executive Vtrspoat (Poa- *fe>. W ^ ,_ . , _ Cement Section:: General Cbawmaa* Report. MI*1C. Joint ScMion with Qwariy Section, 152*15$. Minute*. 141*154. Xetmating Committee Report, 142445. Officer*, 142443. Potter Committee Report. M4. . .... Chemical ladustrv: .Vcenfewt* and Their Caufe* ia the Chemical Industry (Ralston), ITS. Activities of the Chemical Industry in Pre venting Poisoning how thy Viewpoint ol the Federal Gov*nimwt (Yant), M6.JCT. Preventing Poisomnr--From the Viewpoint of the Chemical Mamufocturcr (Dennis), Report of Statistics Committee and Injury Experience in the Chemical Industry our* mg Wl (KireeO. IE . t Safe Handhnc * ChwnfeoU fBatson). 159- MO. Safety i*i Chemical Puno* and Pumping Ma* V chioery (Lawrence!. 172*171. \ Some Causes and Effect* of Stream Posi tion (tfowm), 174*175. _ Storage and Handbag of Compressed Gases and Volatile lAgmds (Fmhwseon),!^**! The Use of Stainless the Chcra^aJ Industry (laager and )V right), 173*174. See also Acids. _. ,, _ , Chemical Soetton: Joint with Indus* trial Health Section. 166*172. Minutes, 157JJ4. tCi Statistics CMwntts* Report. 15*. Claims: Fm the Defense (Hamilton). 2-**. The Relationship tha CUhn U*' Mftmeat and the Safety Department (Gilt* ncr). 306-211. See also Insurance. ,_ . Clark. M. A.: The Vstae of Community Safety as Applied to Industry. 1M-HQ. Clarke, Dr. W.: Syphilis and Goaecoccal In fections in Small Industries, 47-4L Codes: See Standards. _ . Csk W. G.: Why Do Some Emuloyaes Hava More Accidents Thao Other*? 94-37. Commercial Vehicles: See Automobile Driving. Community Safety: Sae Putshe Safety. Compressed Gases: Storage and HaatdUng at Compressed Gsses a 'Vola"tile li'tpdi (FctmitOM), 160*143. Conference Plan of Education: See Education of Workmen. Construction Industry: Accident Experience in the Construction Industry during 1931 AcckSgt^&cpcrls and How the Insurance Companies Use Thaw (Dearborn). J69-190. Antorfean Standards of Safety m the Con* itnsetion Industry (South), 130*122. The Bridge and Budding Gang (Wood), 43IM32. Building America's Roads Safely (Walton), 187*189. . Do Awards to Foremen Stimulate Good Ac cident Pcerestriott Records? (Piper), IK- 117. The Extra Gang Problem (Parish), 412-til How to the Construelion Job Safe (GoUstfase). 181*183. .,, The Wavy and Safety m Its Coustructioci Work (Halt), 1*3-164. ,. Safety Pktfocm iw the CousUucdon la wn, 177*171. Minute*. 177*190. NomwtatitMC Committee Report, in. - Cnutrat-t/ .Wards of Rubber Scctfeu Trophies. 405.. Data on the 1531-32 Paper and Pofe* Section Contest, 323. .. , Effects of Competition en Morale of Em* ployaes (Bootsma), 334*3X7. Marine Section Coolest Committee Report, 23. Marine Section Contest Wferaors. 256. Plan for Jnter-BrTwrtnacstil Safety Uwteit. 311. Presentation of Awards in the National Tnftc Safety Contest (RersmiM). MS. IVeecsstatioa of Awards to Mentis Section Winners. 275*274. ,, ,, .... Public Utilities Section Contest Winners. 307. Winner a the National Crushed Stone Aim* ciatiem Contest (Milter), 344-343. Contusions: Strains, Sprains and Conumcm* (Kessler). 74-74. . ,, , , , Cooperation: Cooperation (Schaefer), 4M. The Cooperative Objective*id the National Safety Council and the Railroad Industry (Ywmg). 407-410. . ,, .. Securing the Cooperation of the WorherU Accident Prevention CKaochoomristtr), 351- CnrrvtioN: The Use of Staiofete S4ed* In the Chemical Industry (Lager and \\ right). 173 174. . . _ , ^, , CsMiehiuin. A. R.s Methods of Safe Driving. 151*152. v Cranes: Metimda f Detecting Defect* tn Crane Wheels, Z4. , . Curtis. A J. R.: Analysis of Accidents m the CcnMot Industry. 143-144. CyUoiws--Comtires*ed Gases: SttrifC uti Handhnc of Compressed Gases and VotatfteUSSdT (Fetherston). 140*143. Index 457 lit The High Cost of Injuries (Ui|(iJef), 241. tHih G. A.: Think it Over, 344-245. Ist^Tbe V\ ale of the News (Dempster). 145 Dawlvv, L. W.s Sale HandHng of Ice, 390-391. D*y. O. K-: Safety Irntructiaiis by the Con* fereoce Method, 393*394. Ocuttn. IV. A.: Accident Reports and How In Why Our Accident Plan is Successful (Smith), 4J7-139. Is^Maritime Safety Profitable (Tbisfi), 314* the laiaranee Companies Use Tbcm, 1S9- 190. Delivery. Taxicab and Bus Section: General Chairman's Report, 152. Jecas Scsssou with Fomi Section, 230-232 Miaami. 1P1-30Q. NcewfeiariTtg Cewsmittee Report, JSG'.IM. Oficcrs. W7-15*. Stataoues Committee Report, 152. lhplfc D.: \A*hat la Put&c Health Nursing n Industry ? 794L Dempster. J.; In the Wake of the News, 145* Denitts, F. \V.: Preventing Polswung--From the Ykwpetat of tle CbertKa! Manufac* tnror, MP-I70, Demon, H. L.: Tlie Railroad Trespass Evil, 413*414. ^ The Medical Department Presents the Case for Safety (LeckKder), I3S*13R Successiul Fleet Safety Work Without Spe cial Percomtel (Ruth). M3-195. See al>o Accidesit*Coat*. Educaticm--Engineering. Teachtng ol Safety at Colleges or Universities, 340. Education of Wotksnen: The Conference Proc ess and Some of it* Features and Peru'inhlies (Remote). 3M-37L Educauoa aud Dttciirtfiw in the Accident Prevention lfeogram (Vom). 3531^>. Safety Edeeatfon of New and Old Employee* (Finch), 215-214. Safety in PorcmansMp by she Cuatcrrjxc Method (Kae). 83*164. Safety Instrnctioai by the Conference Method Dfekiason, J. A.: Research ia Safety Engi neering! 12L Dtnsmore, R.: Accident Prsvoatfon in the Warner Company, 384*384. Dilripttae: Edueatfem and IXscipttne in the Accident Pceientkm Pre-gram (Voss), 353* How to Give the Worker Health, Happiness and Security {Thw). 195*194, LHttoser, A. J.: Aecwfeo! ExpetieiKe in the Moat Packing, Tamwng and Leather Indnsfries During the Year 1931. hi 1U. 7>Ofk. Hsu. VV7 3?.: Aferett, 413, Education WUI Do More Than Kegulation to Promote Safely, 179*126. Dodge, C- H-: Automatic Signal System tor . _ Mine Haulage, 303-368. TWdw, P. s Methods of Proiecilng the Wether _ .Agamst Dust InJutiation. 45*4f. I>ri*ilKsif_Wit; Heat Effects (EngeO. 70*71. Darter, T, P.: Accident Poets in the Public Utility Industry, 264-365. Dusts: Ofaleal and Statistical Ast>ects of Silicone {RwhU), 57-4J. Date oa the Effiefefscy m Modem Respirator 71leering Mediums to Lead Dust and Fmne (St-rattou), M4-Ui. Dncnptrve Ststemeau of T)ut Exphn'm Tests at ArticgBon Farm Tasting Station (Price), 232*294. (Day), 393*394. EJwtriiv, Com. M. C.: Safety from an Opera* tor'* Viewpoint, 249-250. Egan, E. T : Safety fo the Predueiion atul Trenscnlsskm of Natural (lav 34A-36M. Efectric Railway Scclisn: Cesferal ChairmaR** Report, xn-xe. Minute*. 304-214. Nominatiug Committee Report, 263. OtSccrs. sc. Electric Railways: Accident Statistics an>l (Ca*r). 214-215. An Accitlewt Prevemfem Ptogram atw( Its Re sult (Paschcy. 211-212. An AcckNst Prevention Program and Its Re*ul* (Wb, 212*214. An Operating Executive's View* on Safely and Accident Prevention (Ruffe),. 202*264. Electrical Flr*--Thrir Cauae and Prevention (Potter), 42*44. For the Defense (Harnttum), 207-206. The Relationship Between the Claim Doftort* meet and the Safety Department (GfKnci), 304-211. __ Electricity: Electrfeal Cutouts in Industrial AppScaeloo* (Kewton and Lincks), 134*128. Xlertrseal Fires--T'hoir Cause ar;d Pt-cventlon (Potter), 42*44. Inspection and Maintenance of Clodtrlcal wiriiif In Uifies (HaseUon), 393-Xg. Dust--An Engineering Problem (fireeaburg), A^tvpfeal Electrical Accident (Godwin), 37S- 29-32. Dust Content of the Atmosphere in Various Tvnteal Electrical Accident*. Their Cause and Dusty Industries (Bloomfield). 53*57.. Prevention (Kuhn), 3*3*375. Effects of Inhaled Mineral Dusts, (Gardner), Ekvotors: Research oa Gil Buffers ar>d Un- 56*53. dorcar Safeties, 120. Methods for the Control of Dust in Industry Efeuw. W. P.: Recording and Using Accident and for tbe Protection of the Worker -- Data. 30*342. (Hatch), l-5. Engle, Dr. SL C: Heat Effects. 70*71. Methods of Protecting the Worker Against Dust Inhalation (Drinker), 65-59. Emm Rooms: Elimination of Haeards in the Engine Room (Aulfewrieth), 391-393. Enjrineenng Kcvision: O^itaffring on Our r_aaihihrrrrecss (RcguU). 23.24. ` Raedduuecing _Fo.wxtr _P_r_e__s_s _a_n__d M___a_c_h_i_n_e Shop Economies: An Effective and Economical Safety Progra " ' '` (Lynch), 33-34. The Seoeiamfe and Other Value* ef Safety (Page). 421*422. Good-Will Dividends from Safety Work (Mdu-ea). 15-39. Hstsras Through Engineeriag Revision fBorahs), 354-355. . Engineers--Safety Common Sense Accident Prevention (Gardiner). 217*219. The Engineer--A Factor in Civihaatien (Wallace), 126-lja Evans. C Jr.: Factors in Providing for Effi cient Superririon of Mining Operations, 304. In Accident Prevonrion In the Warner Com pany (Dinemore), 366. Eve***. <; S.-.: Health Work in Small PUnts. .45-47. In An Accident Prevention Program and It* Results (Webb). 213. Exhibits: Exhibitors at the 21st Annual Safety Congress. 108-110. 458 Twenty-first Congress--National Safety Conneil Explosions: iKierivtivc Statements of lljitf Espl*ion Test* At Atti|loM Farm Tritiat Stalina (Price), 222*224. . The Fire amt Explosion Hazard* in the Pipe LlfHt and Natural Cudiw Industry (Brae* la4). 340.342. .. Eye Protection: The Industrie* Nurse s Con* tiibatim to the Conservation Ejetlcnt (.Smith). 11*12. Safeguarding Our Eye* (Zook), 153-155. Federal Oovenwnent and Safely: Activities of the Chemical Industry la lTcvcfttusK Pol- wflini 5mm the Viewpoint at the riwftl (ienrtttsMt (Yant), 116*1*9. The Navy and Safety (HcWe), 244-24S. The Navy d Safety on It* Construction Work (Hall), 1S3-1K. _ . .. Ferguson. I>r. C. t*." Tle ActkksM'roiw Worker. 2S6-2S7. ,,_ , FetherMoo, F. K-i Storage ami Handling ol CbeiMtiud Gates and Volatile U<pii*, KG*163. . Fmch. X. A.: Safety Education of Sew and Old Employee*. rtS-Nd. Firr IVncntmi: Ounwisiiy Fire Prevention in Kansas City iLyndt), 41-42. , Electrical Fire*--Their Cause and Prevention (loner). 43*44. The Fire and Eshtawn Hazards tst the Pipe (due and Natural Gasotfoe IttduMry (Dree* UndV J40.ML. . w, , . 3tn*fern Methods of Teaching Fire Prevention (Franklin). 39-*L Fire Prevention Smwo: 39*44, FtsiWn. C, II.r Prevention 4 Passenger Ac cident* and Claim* m Oustwise \cikH, 237*339. Fleet pRfithn: Sec Auawnhle Driving. K<d Industry: Delivering Fwd Products Safely inr AidNsoU* Truck* (Frost). 231. I^cdwivt Statement* <4 l>o*t tohstm Te*t* at Arhcvgum Farm Testing Statum r Price). 222*234. Hueriewt Exchange. Giving Brief IWri|<* iim of Serious Accident*. T^-TMI Refrigerating Apporatw*--11 Safe 1 *e and I'finer Maintenance iksW). 234*234. The Safe Delivery of Fwd Pronhiets by Hocae-Pravm Vehicle* fWashhum). 231*322. Ffd Section: Experience Escimer. 23**259. Joint feiMMi with Delivery, Taxicab and ftss* Sectmn. 226-232. Minute*. 717*221 ___ Vnminatssur Omwwlttee Repc't, 271-221 Officer*. 2M 222. ^ Koremrn: IV Award* w Foremen SttumJnle IVwl Accident Prevention Records? (Pstwr). I***Wv. Ifmr Can the Foreman Help the Accident* Prime Man* fZeitncrt. 227-228. Safciv in Foremanshit* hr the Conference Method (Kane). -MV ,, ,. FitMrr. I. t*.: Amoral EueTtruct it the CmMiwlMn Indastrv ferine 1931. 174J. K-VKulnc-* Naturul and State Foundry Cone* in Relation to Accident preventww (Kvaina). 7-2. .. , _ . Cnusual Accident* tn the Foundry Industry (Bennett). 271*271 ,, See also Metal mfennr*. , , ,, . . Fnwrdfimer Machines: riperist Hoard* fe Franlriohr Machines nd Then- Lkm< lion (WiBiMMmE 35 131 _4 Franklin. T- 2.: Modem Method* d TunVng Fife Prevention. h-U r Fro*t. ( 5 : Dchrrtiwv Fond lat<d<irt* SafeJy by Automobile Truck*, 221. Gardtnor, G. L.: Common Sense Accident Prevention. 217*319. ' Gardner, L. U-: Effects of Inhaled Mineral Dusts, fih&l Gas Industry: Safety in the Distribution of Gas (Paten). 370-272. , Safety In the_ Production and Traatnustioa of Kimii Gas (Egan). 3M-36I Safety in the Production of Artificial Gas (\VftitweflL 368*370. Gases: Solving the Asphyxiation Problem (RUfogcr), 34J-J46. fiuMnc: The Fire and Explosion Hazards in the Pipe Line and Natural Gasoline Indus try (BrecUnd), 940*342. Safe OnciitiM of Natural Gasoline Plants (Martia). 330-330. . (ebharu U. H.: The Coaditwoi of Saws and Their Rcialioa to Safety. 449.451. General Round Table Session: 22*31. Gilson, H. G*: Lessons to Bo Laamad P(*cr Mill Fatalities. 313*314. tiltmr. J. W.t The Rshlhathn Between ins Chum Department and iba Safet/ Depart* murt, 364*21L fikiMd. \V, A.: Dual Control on Guillotine Cutters. 214*315. Godwin. X1 M.s A Tvnieal Electrical Acci dent. 375-376. Grtvtcfes: Safeguarding Out Eyes (Zook). 1*3* 155. Gohlsttne. E. N'.: Kov to Make the Coutltue- limn Job Sale.^ 191*333. (Rflnrc), 412*413. ^ GrafT. W. M.: The Dettnwmolfou and Con* iml of Cnospetisatlofi ffliunuce Rates. Jfd" 2R1 Grant. E. E.r `Are VVa Hitting the Bull s Eye? 342*313. ,, Grat. lie. A. J%: Activities of the Stale In the Prevention of Occtspatloujl Postons, 170*171 Greenberg. L: Dtui^As Enginesrieg Prob lem. 29*32. Greene. Dr. J. If.: The Permowd Dcpan- men<*s Place hs the Safety Program, 132* 134. ... Griffith. W. J.: I'ousna) .Vocksti in (be Metal* lndu*trr and Lnwii to be Learned (ran Them. 73*27A Guard*- Catritabrmg <o Our Failures <Rec- ula). 21*36. .' Hall. R. Ii.: V>.feDstt Tiuhihe fer Mines. 23S-2H. Hall IV. E.: Tim Xm and Safety on Its llaley. 31. N\: Bolide Safery and Facility into the Ritimr, MFIOL Hamilton. E. b7 F*r tW DdcMt 3CF*m Hsailtsa tV. W.: The Psufeof CbMut.As* - KciuKo'* Safe Driver* Lctrw. 130. `'Hand*: Iniwries to the Hand rtfartfe), 76-77. Hanna. J. H.; Punsusa of Paper by F. (>. * * aoc D.t Metal Mine Fuw and VennIp.902. Safety SB I inninnr Mimg and 1*2-133. Hsrinfen. F - Value nf "Stic Practices' Cminittsts. 423-42*. huic.v 459 Haaeiton, C. F.: Iusueciion and Maintenance of Electrical Wiring in Mines, JCtS*5lN. Hatch. T.: Method* for the Control of Dust in Industry and for the Protection ol the Worker, 61.65. _ Health Hazards: Activities of ?Se Chemfeat Industry in Preventing Poisoning from the Viewpoint of tha Federal Goverttmenc (Yant). 166-169. Activities of the State in the Prevention of Occupational Poisons (Gray), 170*171 Clinical and Statistical Aspects of iilkeris (Russell). 37*61. Data pn the ERSrieney of Modern Respirator FUiering Mediums to Lead Dust and Fimu* (StrattwV Md-m Dust--An Engineering Problem (Grernburg), 29*31 Dust Cowwi of tliv Atimutfere ii Various Dusty Industries (PMoomheH), S3'57. Effaces of Inhaled Mineral Duals (Gardner). 50-53. - Health Hazards la the Textile Industry (Saf>* pington), 443*444. I* Carbon Trtraehiaride a Health Hazard as Used ia live Rubber Juduatrs i fShirtcy), 398*403. ' Methods of Protecting the Worker AeatAt Duvt Inhalation (Drinker). 65.69 Prcveotkig Poiymc--From the VtewpMm of the Chomcal Msttufacturer (Detsnis;. 169*170. Sabring the Aifeiihiimi Prnfdciti (Ritinttr), 343 346. Fee tilo Pshta*. Health Smvnrwkw: Health Work in bnrnli PUm* (Evert*), 4S-47. Health Work m the SmiH Plant (Bennett), 49.5R Medical Aspects of Safety Aboard Ship* (Wright). 255.237. Services of a Health Dcpartmeat to b`naH Industrial Plants, 49. Heat Effects (Engel), 70*71. Kelt*. M. W.: Prltteiffeu of Safety. 436*437. Hetmets aod Shields: Re^ulrameMt* for Saad* Uvt HcWet*. 67. Hightower. C L: Sdvlng the Tragic Preh* . fens. 330 332. Highway*: See Road* and Highways, TrafRe. Hitttuhoch. H.: Arcident Experience in the Refrigeration Industry during 1931, 396-389.. Hobson, F. M.: The Navy and Safety. 244-345. Hoffman. H. (.: State Regulation of Commer cial Vehicles and Thor Operators. 196-19*. Holmes. P. JL: Faulty Plant Ilhimination as a Factor hi Accident Caucstiou, 236*227. Ifeover. D. N.: Rules for the ConMnutim of High Pressure Marine Boiler*. JM.7H, Horse*Drawn Vehicle*: The Safe DeHvtry of Food Products by Horse-Drawn Vehicle* (Washburn) 231-232. Ifoskins. J- K.: Some Causes and Effects of Stream Pollution, 174475. Honsefceepinn: Relative Value in CleaiU-ir Plant Windows. 227. Hubbord. A. F.: Emergency Hluminvtbm nd SignaBing, 242-M3. Hunter. W. E.: Outs(adug Safety Features Peiialnfng to Xfincs and AIKod fotiuitrfes lu Ariuxu, 269-290. Hydrogen Sulphide: In Soiving the Asphyxia tion Problem (Risimrerl, 344-345. Hitanil. Dr. R. K. - T4ie Doctor in Industiy, I fee Industry: Su RafrigtratloR Industry. Immcl, H. T).: The Economic Kecnutv f>r Coanmttmiy Safety Work a-.id its Relation to the Quarrying industries, 383-3V4. Industrial KcaUli; Industrial Health and Id Ridation to Industrial Sifety (Sacrwucton), 156. fuduscrla) Health Section: Joint Settiott with Chemical Section. 164-173 _ Jmhi 5mio with Iiulusiriat N'ur^hig Sec* lion, 79-82. Joint S*wn wilti Metal* Secl<<*>, 50-60. Minnie*, 45*77. Officers, 69. liidustrial Nursing Sections Joint Seskm with Industrial Health Section, 79-32. Minusc*. 79-82. Iidectiom: Outstanding Causes ol Injury n* Our l*Uat and Measure* Taken u Pre vent Their KcctMreacc (Khetibv). 258-260. Jnrarouce: Accident Reports and How the lu* suronco Cotmpaide* Um Thatn fDurWm). 169-190. The Determination and Comrai of Coni|>etitfoa Insuraoee Katrs (Graffl, 3W 382. 5v al*> Claim*. Intemtate Cnutmeree Commission: Tiie .Acci dent Investigation Work of the Bureau Of Safety, I. C C.. (Iforlntul). 422-423 li`ivestig*lmn of Accidents: Tire Fundamentals of Accident Investigation (Padgett). -U9 441. Who Hrnuhl Investigate Accident* in the Plant? .Hi. j Tones, li W.r Automatic Signnl Sj -Etlili for Mine llauKng. 302 K Kane. M J.: Safety in Korei-iansh-.i* by the Conference Method. 83-106. Kastcn. R.: Actridesits in ibe Ktfbber Industrv during 19M, 396*397. Keami, T, Is.: Vafl^nal and Slate Foundry Cotie* lu Relation to Accident Preventsoti, 267*268. Ktown. R. McA: Safe Dram Winder*. 322. Kepnc-r. I. V.t Retwrt of Statistic* Committee and Injury Experfeucc i the Chemicai In dustry during 1931, 151. Kessler. H H.s Strains, Sprains and Con htsfons. 74-7R. . Kintc. G, M.: Teaching of S&fetv at College* or Universities. 340. Ktumph. 11. A.: -Report nf Committee oil Xrm Train Accidents, 424- Knuteoo. Horn. R. (J.: Participation ol Indus try in Communitr Safety. 324. Kroger^ The Employee's l9lca for Kuachcnmrister, G. A.: Securing the Coopers* tfon of the Worker In Accident Pimfltlm, 351-3W Kuhn, P. B ; Typical Electrical Aceidettrs, TJteir Can^c ami Prevention, J73 375. , ^ f.abnr I.awc Edueation will do More than Regulation to Promote Safety (Dealt), 179- Ladders: Ladder Safety Code (Bender), 122 134. La Fountainc. L.: Safety to Employee* While Handling Locomotives, 436*428. Upi: Cat: Lamp* Used in Mines, 282-285. Lawrence. J. C.: Safety in Chemical Pumps and Pumping Machinery. 172-173. Lead Poison: Data on the EURciihcy of Mod em Respirator Filtering Mediums tn Lead Dust and Fume (Stratton). 164-166. 460 Ttrenty-firsl Congress--National Safety Council Leather liWbittriti ScrtiM! So* Utat Tanaka* and Leather Jndtmries SccUwa. Leather Industry: ActMeat Experience la tnc Meat Packing. Tanning aad Leather to* duitries during the year IW1 (Dittoer), 26J.262. See also Tanouw ladwrhry. , Le Ber, W. Q>1 2i|bly>t Per Cent buper- vision and Education Necessary to Make Safety A Success* fil JSS. Lcrkfcder. Dr. A F.t The Medical Detmtlnaewt lfetsem* the Cam <or Safety, I3S-136. Uftlnft In Back lu}unea (Roberta), 73-74. See alee Scrahu. Lighting: Faulty Plant lltanunation as a Fac tor in Accident Caueatiea (Hoimes). 226 227. Some Pata oh Lighting to Underground Mines (Owing*), 2?9*2ffi. . Lfeaotoue: Safety la Lnaeatej** MioJa* and Quarrybur (Harrington)* 1S2-153. . UnriuTa F. and Newton, E. C.s EJeetrieal Cutout* In Industrial Application*, 124-121. Linemen: See a!*EtecUteuy. i*ockwood. B. G.t Maintenance a Vital Farter In Safe Operation <4 Air Transport*. 136- Locomotive*: Safety, to Employee* Write Handling Locomotive* (La FeUtttamc). 426 m lancing: Sa(y lit Wood Operation* (Roth- rjT ``53*454, , __ . trfireru. Pr. 14. O-t Umfocwdty In Defiamg and Repotting Accident*. 4H.43 S. LujSTlcT.Wriht. 4.C Th. Uw .( Statutes* Seeds o the Chemical Industry, 173*174. , ,,. . _____ _ Lumbar Mawlacturiug Section ^ See Wood working and Lumber Manufacturing 5ns- LnJnW Yard*: Safety in Retail Limber Yard* (Wife*). 451-4S3. Uumbcrior: See Uipw _ . .. LuoditmJu A. E. * Accident Eapertonce m the DcKrerV) Taucak and Bus Section during 1933, tie. ___ ___ ._ ,. Lynch. A, ttt A*t Effective and Leonomlmt Safety Program tor the fjmall riant,.M-36. Lynch, F. C.r Community Fire Prevention in ' Kanin City* 41-43. M Marhfee Shop*: Buikftmg Safety Morale in the Shop* (Milter), 434-424. Common Hazards In Machine bhop* (San ford), 355-256. f*ower Prea* ; Reducinr' Power Prr and Mathw Shop Harare* Through Engineering Revision (Borahs). 3S4-3S5. .. , . * Cmuttil AceMc*4* to. the Machine. -Shop Magrudar. High Colt of Injuries, 240-261. Maintaining Inter**t: An Acchfent Preven tion Program and It* Result* (V\ ebb). 212* Management: Alt OreriMtoff Eocufve*s View* `on Safety and Accident Prevention (Buffc), MMooddeermn** MXaaniMetcnowMeaati''*i VVIiew* of JrUf*<y OVinmar), I3S.133. SSaaffeety From the Executive Viewpoint (Po*Mnfeieii:^Ia Electrical Fire*--Their Cause and Prercntfoo (Potter). 4) 44 Ma>hte. llr. H. C.r lujurfe* to the Hand. ". Marine laduatry: Accident Experience the Marine ladaitrjr During 1933 (Self). 343-246. Cleaning mad Gas-Freeing Cargo Oil Tank* (Buttarwocth), MO-241. - Emergency Hhiminatkwi and Stgnalkng (Hub bard). 242-343. in Maritime Safety Profitable? (Basis). 234 235. Medical Aspect* o( Safety Aboard Ship* ........ flit). 235-237. _ _ _ _ _ _ _ J Services for Seamen (Sander*), 243 244. The Navy and Safety (Hobson), 244-245, Prevention of Passenger Accidents and Claims on Coastwise Vc**efe (Flutters), Rtsks^to the Construction of High Pressure Marine Boiler* (Hoover), 246-249. Safety from an Operator'* Viewpoint (Ed wards). 2-*9-2Xl Traixma an Officer Persecute! for the Ameri can Merchant Marine (Tomb), 341-242. Marine Section: Contest Committee Report, 23$. Comte*: Winners, 250. General Chairman'* Rcjort, 234, Minute*. 233-290. Nominating Cefmmttec Report, 239*340, Officer*. 239-24Q. Statistic* Comatnoe Report, 245-246. Martin, C. IL: Safe Opcmm of Natural CawIiM-PIUIl, 329-330. Mar6k7e,gt|. Rc^drsnmu for Point Sptoy Mask*, Meat Packing Industry: Accident Experience in the Meat Packing, Tanmtog and Leather Industries during the year 1931 (Dittmur}, Ml -26? Meat Pacfctar, Tanning and Leather Jr>dustriei> Section; Mmutes, 231-362. Nominating Committee Report, 254. OScers, 254, Statistical Committee Report, 2l*2). Medical Departments; The Doctor m Industry (Hyland), aos-aor. _ ,^ The Medical Departmeet Presents the Cate for Safety (LecnUde*), 135-138. >Ua PhysiciM*. Mohreu, E. J; Cood-WiR Dividends inm Safety Work. 15-W. Metal Industries: AcrHfent Prcventfoa in the Meral Trade* at the Crossroads (Buxton), 270-271. The Condition* el Saws and Their Relation so Safety (Cebbart). 449 45L _ ./ The Importance of Accident Forts in tV Metals Industry (Spelghe), 365-267. Think it Over (Dari*). 364-265. Unusual Accident* to Car Building (Brand), Uiwinul Arcfaknu in the Msditu Group (Salhlwo), 274-275. Unusual Accidents to the Metal* Zadustty and Lesson* to be Learned trout Them (Griffith). 273-274. Sen afeo Foundries. Metal Stamping: Trend of Acridrats in the Metal Stamping Industry (Wellman), 348 349. Metals Section: General Chairman's kepei:, 264. . Joint Session with Industrial Health Section, Mfontea. 263-276. Nominating Committee Report, 269. Officers, 2*9. ., Pre*m4aiion of Awards to Cm>:c>i iS timer*. 275-2>t Yottr Hour, 276, Miller. C, H: Buildinjc Safetv Morale the SIuh.s. 424 436. Index 46\ Mllfer. M. V.: Wiaucr of the Natimtai Crushed Stone Association Contest. 364-385. Mines and Mining* Accident record, 271 -279. Automatic Signal System for Mine HanUgc (Dodge). 3CC-3M. Factor* in Providing for Efficient iuj>trvision of Mlnmg Operations (Evans). NM. Inspcetloa and Maintenance of Electrical wiring in Mines (Hsselton), MS-308. Metal Mine Fire* and Ventilation (Harring ton). 290-302. Outstanding Safety Features Pertaining to Mian aud AlfnJ Industrie* in Arizona ^ (Hunter), 289 790. Safety in Limestone Mining and Quarrylag (Harrington), 152-154. Siimsl Systems for Mitt* HauWr (Jones), 3Q2. Some Data on Lighting In Underground Mmes (Owing*), 279.2*6 U^to-date Timbering for Mines (Hall), 295- Mining Section: Minutes;. 277-308. Noealoattor Committee Report, TXT, Officer*. 316, Poster Committee Report. 278. Secretary'* Report. 273. Mfetiatics Committee Kcpotl 271. Minor Injuries: Jn Safafnianling Our Eyes (Zook), 155. Strains, Sprain* and Contusions (Kessler), 74.76. Murphy. W. 71-: Notes oti Safe Operation of Pressure StlU*. 334-3JS. J. W.t Our Statistic* and What Thev S?Kr, 328 329. N N'ariooal Safely Council: Directors, Executive Coounittoe, 3-4. Noramating Cfontmillce Rcpert, 13, Officers. 3. Purposes and Pdkiet, 7-4. Remwim Committee Report, 13-15. National Traffic Safety Contest: Presentation of Award* (Bcrjoulst). 193. Natural Gas: Sec Gas IndustryXcgr .Verkfeets: Lesoem* Learned from Mcar Accidents (Brydge*), 310-311. Atw. P. 7.: Safe Versus Unsafe Switching Practices, 438.. 1 New Employees: Employee SefeelMU--ihe Logical Starring Point in an Aeddern Pre vention Program (Prouty), 219-221. fafetv Edueatson of New and Old Etupfoyces trench). 215 216. N*w* Letters: Arc W*e Making the Most of Our News Letters? (Smith). 337-398. Newspaper Industry: Successful Fleet Safety work Wtthmtt SfVfiif. Petwmiel (RnthX 193*19*. .Vci'Wn. E G. and Lutck*. G. F.: Electrical Cutouts m loduslnat Appbcatiwis. 124-128 Nurses: How the N'ur*c Can Share Health In formation With the Worker (Wisten), 12. The toduotrial Nurse's ContrCbut>en to the Conservation of Eyesight (Smith). &142. What Is Public Health Hurslug til Indus try? (Denting), 7941, Occupations) Diseases: S*m Health Hazards; Polarma. Organleatfon: An Effective and Economic*; Safety (Ljtock), P3r4o-g5rLam for the Small Plant Cnmaton Sense Accident Prevention (Gard iner). 217-219. Employee Selection--The Logical Starting Potnt in an Accident Prevention Program (Prouty), 219-221. Tte Personud Department's I'liie m the Safety Program (Greene). 133-134. Safety Organisation* to the Marketing DcjjMUMUriCMt vf an Oil Conipai>} i^itu'b), 337- Why Our Accident Plan * Snc<el*>f (Smith). 437-439. Owior*. C. W.: Some Data ou Lighting in Underground Mines, 279-266.. i'uMttt, f>r. E. H.: Maintaining Klkleat Pilot* Through Physfeal PIimc. 117*118. Padgett, E. G-: The Fundaineuiari ef Aceiocat Investigation. -09-441. Page. O. H.: The Economic ami Other Values of Safety. 421-422. Paper aud Pulp Section: Data on the I5JI J2 Safety Conte*!, 323. General Chairman's Reiwti. 309-310. Minute*. 309>3. Nominating Conmiuee Retort. 3(2Offlccrs, 312, Question Bn, 311-312. Report of Committee on Hatardii *f limtsi* wn^^yipe on 1'Ajnr UariiiNe- (Adams). Paper Cutters: Dual Cduirr^ m CviiUotisie Cutter* (Cfeasoa), 314415, Rotayy Cutter*. 321. Paper Induetty: Dual Control on LniHotinc Cutter* (CtotoM), 314-315. Injury rate*. 342-313. fawmi Learned frvnn Near .Vccnfent* (B-rydgM), 3KL311. Lesson* to be Learned from Paper Mil! Fatalities (Gilson), 313-144. Rctuwt of Committee ou Haaerds of lnrutmlRg Aife on Paper Machine* (Adamsi, 3lv 322. Safe Drum Winder* (Keown), 322. Special Harard* of Fourdrimer MachiMce and Their ESnhntioa (WDEsnttM), Di-lh. Parish, IL A.: The Extra Gang Prefetem. 432 434. PsKbe, W.t An Accident Preventfon Pro gram and Its Result*. 21l-3t2. Peden, If. L,: Safety to the Distribute* e Ca*. 370*373. , Personal Factor*: The Accldeivt-Pione Worker (Fergiuou),*256-257. How Can The Foreman Help the Accident- Prone Man? (Zeitner). 227-22*. Pstchotogy and Aceidento^MeotaE Ease During Depressions (Aldefi), 332-333. Safety--Its Aptfiectw* to tli< Individual and Prevention (Kuhn). 373-375. Why Do Some Employees Have Mere Acci dents Than Others? (Cole). 36-J7 Personnel Department- The rcrsotuicl Depart- snenr* Place in the Safety Program (Grecoe). 133-134. Petroleum Industry; The Fire and Explowom Hazards in the Pipe Line and natural Gasoline Industry (Tfreciand), 348-342. Keeping in Step with Prosres* in Safety (Bntcklacher), 333-336 Note* on Safe Operation ot Pressure Still* -Uriscfee and What They Shew , (Myor*), 328-329, Safe Operation of Natural (!x--'k'ti (Martin), 329-330. Safety Organisation* in the Market-ng I)e- 462 Tnruty-first Congress--National Safety Council ^rjntenl of an Oil Conunay (SbmiH), S$7~ SviHW ike Aspbyziatiam PitMcm {Kiiiii(cr)< totvimi the Traffic I'rutilan (Hightower), 3-Ui WiUcattinx and Safely (Reaper). M2-343. Tciroteum Section: Award* lo Contest Wta* mn, 3M. General CKairman'a Report. J27-3JI. Minute*. J27-346. . N'^mMuinr Cwnwittct Rt]r(, SU'W. Officer*. .'liUJJe. S*hill*p*. It. (!.: Report at Committee oti Train Service Accidence. 417-419, I'hvMCil Extniutmt*: The Doctor in IrtdtiS- try ftirUnd). 306*207. The Medical Department Dreamt* the Cate for Safety (Leekftfert, US-IM. aa a THa Doctor in Indaolry (Hyland), 2QS-2B7. T. W.: Pn Award* to Foreaten Stimu late Good Accident Prevention Reemrfs? tw-1*7. I'Uvr: I'oort <4 Impure, 404. InwAl nr Lmc, 132. FnemomocaMfosls: Sec Dotta. Activities of the Cbeimwl Industry in Prerau'btg Prrfsorting from the View point at ihe Federal Hovnciwnt (Van}), w.m Activities erf the Stale m the Prevenclen of Occupational Falaont (Cray). 179* 172. Data on the Effrcieney at Modern Mesr-iratoc Filtering Medium* to Lead Ihnt and Fume fStratton). W-Mfi. T`revenhg |'pf*mt*ir--From the Viewpoint of rhe Chcnrfeal Ma^ofacttirer (Dennis), 169-13& Sec ah* (hiwt; Health Hazard*.. I'Vutwir. E.: Safely from the Executive View * point. 145. ^ rotter. H. R,: Etecttieal Kireo--Thetr Cante and rrcvceliMi. <2-44. Power Pros* Section: <General Chairman's Re port. .-M7-54A Jami< Smmm with Aetnmntive and Ms - chine Shop Section, 334-354. Minute*. J47-3S6. Nf*mmatter Committee Report. 349. Ofikcn, 3t9. President * Addrew (IlMudi), 21-22. Prodew'i Address (Bo'BQuIsi). 9-12. Pre**e*--Power: Maintenance erf Power 1'rpw Knuimnmtt (or Safa Operation (UUnd). .tie-.wi. power Pt** and Machine Shop Hazard* (Smith), 355. _ Reducing IWw Pre* and Machine Shop Hazard* Through EnciHCOW Rvzte*i (Baraks). 354-355. . Trend nf Awidrot* in the Metal Sizrwpiug Indmtrv (Waltman). 34*049. Pre**we Vessel*? Safe Dc'Icn. Cowtljct*o and Orvraiim of Fired Pressure e*w (Royer), 36-3A . *, Prraasnn. E. I'.t Preventing Ace*deni* to Pub- Ho limit-* Smpln;ee* on the Street* and I'rW.^Tl f.: * lte*crti*t**e Statement* erf Dust Far>Union Tct* at AinnftttMt Farm Test* iIC Station' 223-224. PrleMer. A. A.s Safety Factor* m Air- Tran*- port and tire Adaptation erf Flight Training tn Schedule Airline Operation, Prouir, R. E-: Employee Selection--Tlie Log ical Starting Front in an Accident Preven tion Program. 219-221. Psychology: See Peraonal Factor*. Public Safety: Community Fite Prevention in Kansas City (Lynch), 41-43. The Economic AtciMity for Ctuuninaty Safety Work and it* Relation to the Quarrying Industrie* (Iintncl). SU-JH. . Participation of Industry m Community Safety (Knutven), 324. .... The Value of Community Safety a* Applied ,He Prtfe Utibly Industry (l>urf#e). 344-365. Preventing Accidents to Public Utility tm- tdwyeca on the Streets and Highway* jhtiuao}. 342-343. , The Three Most Common Causes of Acci dents in the Public Utility Industry (ttloomoburg). 343-344. , I'ltblic Utilities Section; Contest Vv:Rer*. 207, Minute*, 357-373. Nominating Committee Report. 3$9'30. OMccrt, 349 34a _ Punch Presses' See Presses---rower. Quarry Industry1: Accident Prevention ha the Warner Company (Dhtseswa), 345-394. The Economic necessity for CortwmHUiy Safety Work and Us Relation to the Quarrying Industrial (Xousscl), 313-304. Recent Progress el Safety m the Qwerty Industrie* (Adams), 3I2-3I1. Safety m Limestone Milting n*d Quarrying (Harrington), 152-153. Quarry Section: Joint Scsarcw with Cement Section, 152-156. Uimmxm*. 379-34M. _ Aa Moorfmiting Cnmtmltee RepotI. ill Officers, M3. __ Statistics Committee Repost, 3?9-3M. Winner erf tf*c National Crushed Stone As ncialht Contest (fcUticf), 344-315. Rabe. F. \V.: Rclrigwatlnr Apparatu*--Jts Safe Use and Proper Morotooauee, 224-235. Kaiirosda: The Accident Investsntioa Work 1 the Bureau of Safety. I- C. C. <Bor land), 422-423. Address (Aisham), 411-412. Addres* (Deak), 413. The Bridge aud Building Cang (Wood), 430-432. BuihWnr Safety Moral* in the Shop* (Milter). 424-496. The Cooperative Obteotivos o* the Rational Safety Council and tha Railroad Industry (Veung), 407-4103. The Economic and Other Value* of Safety (Page). <21-422. The Extra Clang Probtem (Parwh), 432-414. Ilant^ng for Hwety in Track Construction (Bradford). 43I-430. . Power Apparatus in Mainiawsocc of W ay Work (Xdams)> 6s. The Railroad Trnsui Evil (DtNlM), 413 414. Report of CMwmitlee dents (Kkuuph). (M. _ . ..... Report trf Cemmittee on Prevenuon of Htah- way Crossing Accidents (Rowe), 412a4l3. Report of Coounittea on Train Aoddents (WarfM). 430-421. Report of bCowmnmmiittcc o. n Train Service Accx- denu (PhhtiUlliippss)j, 417-419. m. Safe Versus Unsafe Switching Practices (Neff), 430. , Safety--It* Application to the Individual (Steven*). 416. Iude.v 463 Safely Today (Catnaw). -UO-441. tfotery so EatHoyoc* White Hmadhng Loco- rootiec* (LaFc--taijiz). 436-43S. L nlirmly us Ifeffntnr and Keporltng Acci- d*m* (Comas). <1* 4iJ. > ihig rf "S*ic Fractico*" ConoitiMt (Hart- oartacn). 423-04. Ratou. C. C.: _ Accidents and Their Causes in the Omskleal Industry, I7f, Reels: In Report of Committee nn Hazard* of inrun*fog Nips on Paper Machines (Adams). 319. Rciriserstioo Industry: Accident Experience in the Refngerstton Industry During 1931 (HMcutach), M8-3fe9. EUni(nation of Hazard* iu tfct Engine Room (AuthenriMh), 391-393. kt^ScwJ** Machine Hazards (Bright), 314. Refrigerating Apparatus--Its Safe Use and Proper Maintenance (Rabe), 224-226. Safe tUadliiyi of lee (Dswley). 340-39T Refrigeration Section: Minutes, 3^-374. NtMmuatinjr Conwnluee Report, 399. OAteer*. MO Statistics Committee Report (Hiifenfeach), KtpS, A. }i - CapiuUtioc ou Our Failures, 23-26. Rewme. \V. H.: The Confence Process and Some of Its Feature* atxd Pasitibifrties. 376 373. Reschnfons: Report of Committee. X S. C., Steam Railroad Section. 434. RctfintKii _ Data on the Eftteieucy of Mod- era Respirator Filtering Mediums to Lead Dust and Fume (StraDon). 164-166,. In Method* of Protecting the Worker Against Dust Inhalation (Drinker), ($47, 69. Re*pertb5Kiy for Accident*: Eighty-Fiva Per .. Cent Supervision and Education Recessa'y to Make Safety a SKe<m (Letter). 33-354. Kewardt: Do Awards to Foremen Stimulate (feed Accident Prevention Record*? (Piper), IM-U7. In Safety from the Executive Vicwpoutt U'osselt), 145, **!'articii|Milfen I*lau*> n**4 by Kasiza* t.ity ,, Pubtte Service Co., 203 See also Content*. Uheoby. W P.: OutMandfnjr Cautci erf In. jur>- in Our Plant and Measures Taken to rreveat Their Recurrence. 35t 260. Risinger, J. I.: Solving iho AsphyaialUiu Problem. 343-340. Roads and Highways: Building America's Rnads Safely (WaUon), 1*7-149. DniWiflX Safety *od KactKly into lh High way (HaJe>). 146-149. Reaper, R. B ; UHdcatling and Safety, 342 343. Robert*, S. M.: Back Injuries. 71-74.. Rotb4eSvJy-4. RJ. E>: Safety in Wood Operutions, Rowe. H. A.: Report of Committee on Pre vention of Hifbvif <Cro**injf AccUcuti, 412-413. Royer, D. L.: Sate Design, Construction and Operation of Flrad Pressure Va*ei% 26-33. Rubber Industry: Accidents in the Rubber In dustry during 1931 (KastdJ), 3M-397. b Carbon Tetrachloride a Health Hazard as Used in the Rubber Industry? (Shirley), 393-402. Robber Section: Are We Making the Most of Our News Letter? (Smith). 397-393. Award erf Contest Trophies, 403. General Chairman's Report, 395. Minute*, 395-404. Nominating Committee Report. 402-40 Officer*. 402-40. Huutll, A. E.; CUnteal and Statistical Alpeets of SiUcosis. 57-41 Kutb, MaL C H,: Socceishil Kket Safetv Work Without Special l'evone<* 19J-19J. s Safe Driver* Ijmkuc: Mctluuls trf Sale Driv ing (Couchman), 151-152. The Fortla ad Cement A*teciactoM`s Stic Drivers League (Hamilton), ISO. Safeguarding: what the Manufacturer of Ma chinery Can Do to Promote Safety In the Tanniug Industry (Callahan). 214-11$. Safely Department: The ReteUunshlp Uctween the Caim Departrocnt and the Safety De partment (Gilmer). 203-211 Safety fn Poremonship by the C^rfereoce Method (Kane), 33-uH. Safety^fovcmetU: Principle* uf Safety (Hefesl. Safety Section, A. R. A.--Steam Rallrcad Sec tion, X. S C.: Sec Steam Railroad Section. Salisbury. H. CL: Unusual Aecidentv in the Machine SJ*r>p Group, 274-275. Sandblastitw Ke^uitemem* for sandblast hel mets, 67. See also Dusts, Sanders. C. W.: Radical Strvkti fur Sea men. 243-244. Sinfod. C. E.: Cunman Hazards in Machine , Shop*. 345-356. SaQtrfrurtvm. Jit. C. Q.~. Heoltb Hazards tu the Textile Industry. 443 444. Industrial Health and Its Relatfo* to Indus- */ Inal Safety, 156. . `t Sana: The Condition* of Ssks atsrf Their Retatfen to Safety (Gebfeart). 449 451. l |OAX Ktek-Baeks and Ho*r to l*mcsi Them (Betleau), US M. Schaefer, W. A.: Cooperation. 461. 5>chu1ze, \V. H.:. Service* u A Health De partment to Small Industrial Plants. 49. Scott, R.: Report of Genuniltec on Rriations with Hational Safety Council, 405-467. Seif. B. H.i Aecldetnt Experience iu the Ma rim Industry during H01, 2<5~24fi, Slitw. H \V Maintenance nf the Motor Ve hicle and Its importance in Fleet Safety. 199-300. Slnrtey Ife, T. N ; I* Carbon Tctrachforide a Health Tlaianl a* Used m the Rubber Industry? 343-402. Shoes* Metal Caps oa Safety Shoes, 27S. Signals: Emergency Hhuuination and Signal- bug (Marine). (Hubbard). 342 343. Silicosis: See Dusts. Slitter*: f Report of Cemioiittee ou Haranis of Inrunuicg Mips on Pajier Machutc* (Adams). 119 330. Small I'lzms: An Effective ar.d Economical Safety Program for the Small Flant _ (Lynch). 33-36. Health \\ ork in Small Plant* (Kv> t*),, 15-17 He49a-SltChL Work in the Small Plant (Dennett), Srrncn of a Health Department to Small Industrial Flantx, 49. 397 353Smith. C F-: Are We Making the Mot rrf a Oar Hw Latter? . . Smith. C. W.: Safety Orgacuxsllmts in the Marketing Department of an Oil Co. 337 339. Smith, E. J.: Fower Frees and Machine Shop Hazard*, 35S. Smyth, T. F.: Why our Accident Flan is Sue- .*e*sTiil, 437-4)9. MA Twenty-first Congress--National Safety Council So^th. M. F_: The Industrial Nurse's CobirilMtKKi to the Conservation I Eyesicht* Textile Safety Kinks and Safe Practices TortUe^rnfaty Kinks and Safe Practices Smith. W. R.: American Standards ol Safety Vl^hy^oSi*5* Aerident Man is Successful 'in the Construction Industry. 129 122. SUcnsten. R. T.: Cocas*on Sense la Bulletin Board l'ubEcity for Safety. 252-253. Spears, H. A.: Tm Relation ci Accklosts to ProdMtiea Losses, ! Stxarht. W. D.: losertann a1 AmUmii Fads in the Mctill, Mntry, 3f5-36?. (Smith). 427*439. Textile Section: Minutes, 435-446. Nominatirvjt Committee Report, 427. Oftcers, 437. Thee. w. C.: How so Give. the Worker il. Health. Hwiaew and Security. 195-196. Spicer, J. J.: Accident Prevention m the Tan* "^Tomb. Capt. J. H.: Tranun* an, Officer Ter* niK Irukntry, 257-254. Aoood for the American Merchant Marine, Sprains: Straws. Sprains and Cootuaicma (Kessler). 74-74. Standards: American Standards of Safety in the Construction Industry (Smith). 120-122. Ladder Safety Code (Bender), I22-I24. 241-242. , , , , .. Torches: Report on Iavesti*attcn of Accidents with Portable Hand Torches and Plumber*' Furnaces. 136. __ .. . . Traffic: JhuMinc Safety and Facility Intn the National and Stale Foundry Codes m Kefs* ^lrVr%&- Problem (Ht*iitvrtr), rkn to Accsdettt Prevealtem (Kearns). 267- 2U. Research on Oil Buffers and "Undercar Safe* tie* for Elevators. UX, 1VI.TO Trchnccr, J. T.: Textile Safety Kinks and Sate Practice*, 444-41$. States and Safety: Activities of tine State fa tiie 1`rmfttiffii of Occupational rwsww lOrav), 170-172. , _ __ U Steam Railroad Section: Minutes. 405-431. N'nminatinr Cmwittw Report. 4Jt Officers. Oi . __ . , , C. . Government and Safety; Sec Federal (iWcittmctit and Safety. Report ri Gmmm on mnMiM 0* Hint- tray CreHisff Arrtdcnu ffovt). 412*41). Report ef CwnmlUtt wt Relatieot with Na tional Safely Council (Sam). 4W-4CT > Vepercsi l3iteases: Syphilis and tfonococcal Remain d Committee on Train Accidents Itiatiau in Small Industries (CUrfee), 47 (WarfeO. 420*421. .,, . .. Report of Committee on Tram Service Acci 44. Vtstiklion and Exhaust Systems* In Mttlsods dents (FfeitSps), 447*419. for rise Control el Hast m Industry and Resolutions Commuter Report. 424. _ _. SMtnw. W.i .Viciiml Cml--A Round Tamo for the Prelection d the Worker (Hatch). 03*42. Discussion, dWOi Voss. J. A.; Educatkm and DtsctpUne m the Seed (aittttnr: ^ce Metal IiduUriti. Steve**. n. P.i Safety--Us Application to tw Accident Prevention Program, 35a-3si. 490. Siramfc Is Stock laiorki (Roberta), 72-74. w Strains Sprains and Cormms (Kessler)* 76.76. See oho Lffofo*. . __ , . Suaaum. K. C: Daw " 'he Efficiency of Modem Xraintor Fifcwwit Mediums to I.cad Hum and Fame, Hf-Ui _____ , Mream Pothtmi! ffem* Cause* and Effects d Stream PoUhstfem IlMdim), S74-17S, Syphilis: Fee Venereal Piwaact. Wallace, L VW: The Enjinw--A Factor in Civikcattanu 124*130. WahSmaTErj.;Tr*ad of Accidents I* tba Metal Seimsda* Industry, 344-349. WaRou. T. W.t " BsUfof Asecrsca's Roads Safety, M7-M*. ,,_ . _, WarfdL u, K,: Report of Committee on Train UVAhccWsde^ntWs. . *C1*f:~TT1 he Safe DcBvmyri prodmi hr HerM-Umws VcnwH Ml* tinhi: CttswiiiR ami flaa-FreeiM* Cargo Oil Tanks (Bulterwortb). 240-244. , ,, Tannin* Industry: Accident Experience m tka Moat FacUmr. Tannin* and Leather In dustries during (ha year 1R1 (Wusttr), aU*3fiL Accident Prevention In the Tanning Indus* Injury In Onr PUtn and Measures Taken to Prevent Thwr Re- Whlm^th* ^5a2mSJ!f Machinery Can Do to Pmmtt Safety m the Tamil** In dustry (Callahan). W-JSS. See also Leather Industry. _ .. _ _ Tanaia* Seetiont Sw Meat Packing. Tannin* and Leather Industries Seciwu , Telephone and Tcfc*raph: The Conference Process and Semo of its Feature* and jros* sUnlitle* (Resale), Bf-Ul Textile Industry: Health Hazard* mi the Tex tile Industry (Sappeclon). 443-444. , The Relation of Accident* lu Productive Losses (Spears). 441*40, 232. IValmi. W. Safe Maudlin* of Chemicals, 1S9-WQ. .. ^ _ Webb. H. F.;_ An A*dcnt_ Pr*vctioa Pro avam and Ite Roufta. 212-214. tv'._B_e_. C^._V__.:__S__t_f_o_y_,__A__i_twn Drivers In Scat* terod Meets, 194-191. ... . WhitweU. a E.: Safely ta the Preduetfea ol Artificial Gaa, 3.tfa ,, , , _ Williamson H. K.: Spedxl Haraids of Four* dristicr Machines aed Their Ehmiaatsoo, 325-326, Wilson. J. C: Safety k Retail Laokr Varda. 451^53. ,_ . T, . Winders: It# Report of Commottee o Haads of IrurunsJn* Nips m Paper Ml4ae (Adams). 3W-22L Safe Drum Wiader* (Keown). 322. Wine*ar. C. T-: Modem Management** W M Safety, I37-IB. Wlnten, E.: How the Nurse Can Share Health Information with the Worker. *i . , Women ht Zudusuyt Acridcm Preyomon for Women Workers (Andersen). 37*34. Wood. J. P.t The BrMe and Building Gan*. jpG-432. , Ws \ 1 v",; :'T 'AT : --vi. Ti,-? *. TST (a Index -165 W'^odworkttt* and Lumber Manufactuiinc Sec : General Oiairman'* Report. 44*. ManuOes. 447-424. NNoeamnffoonnttluni** CC~ommittee Report, 451. Officer*. 4t. Woodworking Industry: The Conditions of Sim and Their Relation to Safety, (Geb* hart), 449-4JL Kick*backs and Hoar to Prevent Them (BoUeuti. 448 9. Ufrfama'i Coospe&satfon Laws: In Education WUI Do More Than Regulation to Pro* mote Safety (Doak), 11Q. U riah*. E. C and Lugcr, L E.: The Use of Snlahw Steels in the Chemical Industry, 173.174. Wririrt, J.: Medkal Aspects of Safety Aboard Ships, 235-237. Y Vsnt. W. P.s Activities ni the Chemical la* dustty in Prevail in* Poisoning from the Viewpoint of the Fedeial Governmem. 16UO. Yonst*. A. H.: The Cooperative Objectives of the National Safetv Coouril and the Rail road Industry, 407-410.. Your Hour. 276. Zeitner, J. Hew Can the Feaesaan Help the Accident-Frame Man* 227*22$ Zook, J. Safe*uardirt* Our Eye*. 1-.1-1SL