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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. 1923, fictional Safety Council. Itie. SCF-ALLF-00210 SC-ALL-00620 PAGE Cotmril Officers and Directors.................................................................................... 3 Council Purposes and Policies.................................................................................. 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 * Industrial Nursing Section.................................................................................... 79 Safety m Forcmanship by the Conference Method...................................... 83 Accident Prevention Equipment Manufacturers' Section.................................. 107 Aeronautical Section...................................................................................................... Ill A. S. S. E.--Engineering Section.............................................................................. 119 /Automotive and Machine Shop Section.................................................................. 131 Cement Section .............................................................................................................. 141 ^Chemical Section..................... 157 Construction Section ................................................ -................................................ 177 Delivery, Taxicab and Bus Section.......................................................................... 191 - Electric Railway Section................................................................................................201 ~ Food Section ...................................................................................................................217 /Marine Section ................................................................................................................233 'Meat Packing. Tanning and Leather Industries Section...................................... 251 Metals Section ..................................................................................................................283 * Mining Section.............................................................................................................. 277 Paper and Pulp Section..................................................................................................309 i Petroleum Section ..........................................................................................................327 - Power Press Section........................................................................................................347 ' Public Utilities Section...................................................................................................357 * Quarry Section................................................................................................................ 379 - Refrigeration Section...................................................................................................... 3B7 * Rubber Section ................................................................................................................395 Safety Section, AHA--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 other in the papers presented or in the discussions thereon. ** . NOTE: The sessions of the Street and Highway Traffic Section, the * Child Education Section, and die Home Safety session are published in a separate small volume of these Transactions, available on request National Safety Council Incorporated ' 20 North Wacker Drive, Chicago HONORARY MEMBERS Association* of Iron* and Steel Electrical Engineers Rosekt W. Campbell Arthur Williams OFFICERS (1932-1933) J. I. Banasti, President. . Robert I. Catux, Vice-President for Public Safety. J. E. Culunet, Vice-President ior Engineering. Howard B. Fonda, Vice-President for Membership. G. T. HellmCTO, Vice-President for Business Administration. J. E. Long, Vice-President for the Dirjsion of Safety Councils. George H. Wabfel, Vice-President for Industrial Safety. Da. C H. Watson, Vice-President for Health. A. W. \VitiTNEV, Vice-President for Education. Will Cooper, Treasurer. W. H. Cameron, Managing Director and Secretary. EXECUTIVE COMMITTEE (2932-1933) Wm. F. Ardern, Safety Division. Milwaukee Association of Commerce. C B. Auel, Past President J. 1. Banash, Consulting Engineer. Ernest W. Beck, United States Rubber Company. C W. Becgquist, Past President C. R. Boulet, Public Utilities Section. W. H. Cameron, National Safety Council. Robert W. Campbell, Past President Robert I. Catlik, Aetna Life Insurance Company. Frank H. Cogax. Marine Section. Will Cooper, Stevens Hotel. J. E. Culuney, Bethlehem Steel Company. Edward Dana, Boston Elevated Railway. Lewis A- DeBlois, Past President. Marcus A. Dow, Past President. Howard B. Fonda, Burroughs Wellcome & Co. (U. S. A.) Inc. P. H. Glattelter, York County Safety Council. Dr. Thomas W. Gosling, Superintendent of Akron Schools. Harhy Guilbert, The Pullman Company. G. T. Huxmuto, Chicago, North Shore & Milwaukee R. R. Co. Walter G. King, Past President Franrun 51. Kreml, Evanston Safety Council. Frank J. Laxarax. Fort Pitt Malleable Iron Company. Thomas E. Lichtfoot, Alining Section. John E. Long, The Delaware & Hudson Railroad Corporation. 3 4 Twain-first Congress--National Safety Coiimil H. W. Lormor, Cleveland Safety Council. \V. \V. Mack. Delaware Safety Council. Arthur T. Morey, Past President. Lew !L Palmer, past President C E. Pettidone, Past President. J. J. Puak, Pajicr & Pulp Section. Lt. Col. Henrv A. Reninger, Past Prcsidait. G. E. Sanford, General Dearie Conijrany. Charles B. Scott, Past President Ernest L. Simcnus, New Haven Safety Council. C. W. Smith, Standard Oil Company (Indiana). H. S. Smith, ASSE--Engineering Seaion. <. R. T- Soxxxstex. Accident Pre*-cntion Equipment Manuiarturers* Seaion. John H. Taylor, Birmingham Safety Council. Arthur M. Tour. Consulting Marine Engineer. C. P. Tolman, Past President. George H. Wabfel. Union Pacific Railroad Company. Dr. Cassius H. Watson. American Telephone & Telegraph Company. W. L. White, Jr^ Cement Section. _# A. W. Wiiitnev. National Bureau at Casualty & Surrty Underwriters. Dr. C.-E. A. Winslow, Vale Medical School. Arthur H. Vounc, Past President. DIRECTORS (1932-1933) Augustus L. Abbott, Sl Louis Safety Council. M. S. Ackerman. Jil, Lehigh Valley Safety Council. Wu. F. Ardebn. Safrty Division. Milwaukee Association of Commerce. J. I. Banash, Consulting Engineer. John Ranks. Madison County Safety Council. _ John W. Barton, Saiety Department. Nashville Chamlwr oi Commerce. Ebnest W. Reck, United States Rubber Company. W. A. Bennett. Worcester Safety Council. ],, G. Bentlev, Richmond Safety Council. C \V. Rerg'iuist, Western Dearie Company. Davis S. Bf.ydl Lilicrtv Mutual Insurance Company. F-. F. Blank, Jones Slaughlin Steel Conoration. C. B. Boixet. Public Utilities Section. W. R. Bovn. Jr*. Antcrican Petroleum Institute. Thomas W. Brewer. Hazclu-n Safety Council. ^ R. A. Bh' ant. Saiety Division, Syncusc Chamber of Commerce. Ralph C. Busn. Dcrtric Railway Seaion. Gw. A. Caldwell. Knoxville Safety Council. W. H. Cameron. National Safety Council. Rooekt 1. Catun, Aetna Idle Insurance Company. Fk\nk H. Cogan, Marine Seaion. Will Cooper. Stevens Hotel. J. E. CtXLlNn*. Bethlehem Steel Company. Edward Dana. Boston Elevated Railway. F. A. Da\tison. Consulting Engineer. _ CLirrokn Davis. Street & Highway Traffic Section. L. W. Dawlfy. Refrigeration Seaion. Charles D. Dawson. Grand Rapids Safety Conned. Levi< A. DeBlois. Consulting Engineer. Jay E. Decker. Mason City Safay Council. Officers inid Pircctirrs James B. Duitglas, The Philadelphia Gas Works Company. Dr. Louis I. Dublin, Metropolitan Lite Insurance Company. Dr. Charles H. Eames. Textile Seaion. Frederic W. Easton. Blaekstouc Valley Saiay Council. Harvey Elleru, Anuour & t'om|iany. Donald A. Finkiieixejl Toledo Safety Council. JCalpk T. Fisher. Easttav Safety Council. Thomas Fitzgerald, Western Pennsylvania Saiety Council. Howard B. Fonda. Bumiughf Wellcome & Co. \ V. S. A. Inc. P. H. Glateelter, York Cutmty Safety Council. Ernest P. Goodrich. Consulting Engineer. Dr. 1 ho.mas \\. Gosling. Child Education Section. Otijo M. Graves, Quarry Section. H.\kRY Guiluert. Die Pullman Connwny. Isaiah Hale. The Atchison. Tujeka & Santa Fc Railway Co. D. T. Harrington. U. S. Bureau oi Mines. E. M. Heinselman. Saiety Bureau. Duluth Chamlier oi Commerce. G. T. Helluitii. Chicago. N*rth Shore & Milwaukee R. R. Co. C. L Hightower, Paroleum Seaion. Ctias. E. Hill. New York Centra! Lines, Harry D. Immel. 1 k'partmnit oi l^fmr & Industry. Pennsylvania. John Price Jackson. New York Edison Company. Dana E. Jones, Manufacturers Association oi Erie. Kolaxp Jones. Woodworking and I.unilier Manufacturing Section. \ha V. Kepner, Pennsylvania Salt Mfg. Co. Franklin M. Kkeml. Evanston Saiciy Council. - Frank J. Laxaiian. Fort Pitt Malleable Iron Company. Thomas E. Ijc.iiTFotrr. Mining Seaion. R. M. Little. New York Department oi EducatiotL J. h. I-oxg. The Delaware & Hudson Railroad Corporation. H. W. Ijirmoh. Cleveland Safety Council. W. W. Mack. JVIau-are Saiety Conncil. II. T. Martin. Fisk Rubber Company. F. W. Matson, Minnesota Saiay Council. Paxton Mendelssohn. Daroit. Henry J. Mixeur. Food Seaion. w. s. Moelleking. Fort WavTie Saiay Council. Urban 1_ Moler, Dayton Safav Council. R. J5. Mobley, Industrial Accident Prevention Associations. Millkh McCuxtock. Harvard University. Wm. G. McCullam. Elizabeth Safay Council. T. H. McKenney. Illinois Steel Company. South Works. A. D. McWhorter. Saiay Division. Memphis Chamber of Commerce. Tol. Ben P. Xicku.y, Chattanooga Safety Council. John A. Oartel. Carnegie Steel Company. George C. A. Ot*P. The Detroit Edison Com|*im\ Titos. E. Owen. Employees' Puhlicatwm Seaion. I. r.w R. Palmer. EquhaMc Lite Assurance Society. John C Parker. Brooklyn Safav Council. * C E. Pettibone. American Mutual Liability Irsurance Companv. Brainard Platt. Louisville Safay Council. * J. J. Plzak. Paper & Pulp Seaion. H. B, Potter. Baltimore Safely Council.- Chap. E. Redfern. Providence Safav Coana'l. Lt. Col. Henbv A. Rexinger. Lehigh Portland Cement Cotnr>ay. 6 Tvnity-first Congress--National Safety Council C. L. Rjce, Chicago Safety Council J>s. A. D. RiSTEES, The Travelers Insurance Company. Jons Roach, Chemical Section. Chas. J. Ron, Newark Safety Council Tobias Roth, Rochester Safety CoucriL Jons Russell. Jsl, Construction Section. G. . Sanford, General Electric Company. Henry G. Schaffnek, Erie Safety Cotmcil. Otto Schenk, Wheeling Safety Cozmdl. Robert 1,, Schmitt, ilculs Section. Charles ll Scott. Bureau of Safety. Gen. John H. Sherburne, Massachusetts Safety Council . }>n_ L. A. Sjjoudy, Bethlehem Steel Company. Ernent 1. Simonds. New Haven Safety Council. George P. Singer. Reading-Berks Coumy Safety Council Oun* T. Skellet. Safety Division, St. Paul Association. Charles F. Smith, Rubber Section. C. W. Surra. Standard Oil Company ("Indianal E. J. Smith. Power Press Section. H. S. Smith, ASSE--Engineering Section. R. T. Sclensten, Accident Prevcntioti Equipment Manufacturers* Section. E. C. Spring. Lansdalc, Montgomery Co., Pa.' George K. Stephens, The Safety Bureau. Buffalo Clumilier of Commerce. Etiieutest Stewart, Washington. D. CC.\pi S7okcn. Artarooiive & Machine Shop Sectkm. us S. Storrs, United Railways & Electric Co. Alfred H. Swayxe, Genera] Motors Corjwration. b hx H. Taylor, Birmingham Safety Council Hi.SRY D. Teltt, Meat Packing. Tanning 1* Leather Industries Section. .V.-wman F. Tjtus. Hudson County Safety Council. Arthur M. Tode, Consulting Marine Engineer. W. D. TimneviLLE. San Antonio Safety Council William F. Veecii. Rahway Saicty Counril. Vincent Wakefield, Kansas City Safety Counril George H. Wabfel. Union Pacific Railroad Company. 1 )jl Cassius H. Watson. American Teleplxme & Telegraph Company. Harry M. Wecber, Illinois Bell Telephone Company. Carroll V. Wells. Delivery, Taxicab fi: Bus Section. Albert C. White. Jk, Springfield Saitty Counril W.^L. White. Ik.. Cement Section. S. E. Whiting. Liberty Mutual Insurance Company. A. H. Whitney, National Bureau of Casualty & Surety Underwriters. W. H. Winans. Union Carbide fi: Carton Corporation. C. T. Winegar. Detroit Industrial Safety Counril, Dt C.-E. A. Winslow. Yale Medical School. J. M. \Volts, Youngstown Sheet & Tube Company, Council Purposes and Policies The fundamental purtrosc 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 scoje, applies to ail lines of hazardous activity, and directly or indirectly readies our entire citizenry- It is a non-profit organization, non-sectarian, and free from ]>o1itical affiliations. Since its organization in 1913, it has won respect as an essential national institution. Inseparable from accident prevention is the Council's work in improving health conditions and preventing vocational diseases hi American industry. Today there are 4,000 mcmlKTS, rcjiresenting every slate in the Union, and many oi the Canadian Provinces. There are 500 foreign memlicrs. Tlic membership includes industrial corjKjrations. firms, individuals, public officials, schools, chambers of com merce, clubs and civic organizations. About 70 per cent are industrial concerns, including tlte big steel companies, the oil companies, most of the railroads in the United Stales, the automotive industry, and others of outstanding importance in uur national industrial field. Tims the National Safety Council is like a fruitful tree with many branches and firmly imbedded roots that reach out in all directions, lending strength and i>ermanence to the organized safety movement. Pioneering in Safety The history of the Council is an absorbing story'- Unfortunately H cannot be detailed here. Suffice to say that the First Co-Operative Safety Congress was held under auspices of the Association of Iron and Steel Electrical Engineers in 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 work on the sound premise that accidents were an unnecessary part of our social order and that through application of jiropcr remedial measures they could be avoided. They set aliout to nationalize this theory, and to develop tlte detailed methods and materials through which accidcuts could be prevented. The members of the organization now arc more than ever convinced that accidents are unnecessary* and that they can he and are being prerented. Striking examples of reductions in many different fields during recent tears prove this con tention. Results of Organized Safety Since the National Safety Council was organized in 1913. the national accident death rate in all fields excepting motor vehicle has been reduced 40 per cent. The motor vehicle accident problem is a comparatively new one, yet there arc 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 m states having effective license 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 this field. Here spectacular achievements have been made. The steam railroads, for instance have reduced accidents among employees 74 per cent during the past 11 years. A group of our largest steel industries have 50 Twenty-first Congress--National Safety Council a proper staff, and not by some enthusiastic pa-son who has 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 of medical service than any lay attendant. Much depends upon the physical condition of the employees. I am of the opinion that the physician, fay reason of his professional attainments, is best qualified to handle some of the problem cases 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 can be greatly allayed by a talk with the doctor or the nurse. Many of these cases have come under my personal observation. It should also be absolutely the part of the physician to say when a man dial] return to his regular employment after injury, and this decision should not be in fluenced m 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 irequaicy figures. However, there hare been cases of injured employees being urged unduly to return to some farm of work merdy 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 even* 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 die 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. Both departments are 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 Uien gathered for the after noon meeting in a Joint Session with the Metals Section. This session was devoted to a symjjosium on the dust problem in Industry. Chairman Greenburg immediately introduced the first speaker. ^ - __ ^ . The Effects of Inhaled Mineral Dusts ' By LEROY XL GARDNER Director, Saranac Laboratory for the Study of Tuberculosis, Saranac Lake, N. Y. As long as mat Itavc worked in stone it has been aiqtrcciated that an unusually large pro:onion 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 tlie lungs, sometimes accom panied by the formation of scar tissue. The term, pneumonokoniosis was introduced to describe the lung pigmented in this manner. With further observation pathologists attempted to classify various forms of pneumonokoniosis on a basis of the type of dust inhaled and such names as anthracosis, siderosis, chacicosis and even byssinosis and tobaccosis 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 clinical and jiathoJugical 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 oi imeumonokoniosis which is quite clearly defined. Moreover, within the 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 other forms of pneumonokoniosis 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 liecn correlated with lithological anatomy, chemical studies of tltc tissues and de tailed analyses of industrial atmospheres. There is a tendency to assume that many of these pulmonary changes arc due to Use action of silica jierhaps modified by the chemical cominments of the dust We 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 beings or in experimental animals. For the sake of clarity no mention has been made of the infections which so fre quently complicate some forms of pneumonokoniosis. In the prebactcriolugical era of medicine the use of such terms as "grinders* consumption" and "miners' phthisis" reflects the popular association of pneumonokoniosis with tuberculosis. The names were justified both hv clinical and pathological observation for it has liecn subse quently shown that, in silicosis at least, a super-imposed tulierculosis may cause death in ]*rhaps 75 per cent oi the cases. Some observers even go so faT as to state that silicosis itself docs not develop unless the lungs are previously damaged bv a latent tulicrculous infection. This is probably an exaggeration, for typical silicosis can be jrroduccd in the experimental animal by the inhalation of silica without infection. The role of asbestos dust as an excitant of tulwrculous infection is not as dear rut as that oi pure silica. While there are numerous reports of death in asbestosis due to a terminal tuberculosis, nevertheless surveys of living workers have failed to demonstrate any excess of such infection. Simple anthracosis is said to prevent the progression of tulicrculous infection. Statistics from coal mining districts do show a tuberculosis rate much lower titan that "normal" for the age group. As yet corrobo rated experimental proof of protective action of coal against tuberculous infection is lacking. Not only the tubercle bacillus but other bacteria seem to develop with special facility* in the tissues previously damaged by silica. For example, the imcumonia rate among silicotic native laborers of South Africa is many times that in non-silicotic natives living under similar conditions. In coal miners, likewise, pneumonia is a common and often fata) complication. What has 1ecn 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 types of industrial dusts possess properties capable of exciting reaction. In the cases of silica and the silicate of magnesium or asbestos the slightly alkaline Itodv fluids probably effect a slow solution of the dust particles liberating silica in colloidal form. This substance irritates the connective tissue cells which respond by multiplying. The result is an overgrowth of the sup porting framework dements at the expense of the more delicate cells specialized for specific functions. For tltese two types of dust the character and form of the pathological changes has been carefully worked out In zfficorir 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 elements. As a result the cardinal symptom 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 TtxMty-firsi Congress--Xational Safety C outtcil encounters increasing difficulty in forcing blood into the organs. In an attempt to conqiouaie tlte overworked heart muscle becomes thicker and heavier and unless infection intervales die time eventually arrives when the heart tails and death occurs from this cause. The reasons ir the prevalence of infection in the silicotic lung arc not altogether clear. It is obvious tliat when the drainage system is so obstructed by nodules of >ear tissue dial more dust {articles can only be removed with difficulty, the same must lie true of fiacteria which may 1< inlialed. As a consequence they remain in the lung and set up progressive infections. But this is not the whole story* The silicotic tissue apjarenlly offers a {icculiarlv favorable soil for the continued multiplication <d tubercle iiacilli and jierhaps other hactcria. Experiment has shown that even at tenuated organisms of this type will produce rapidly fatal tuberculosis in a silicotic guinea pig. Furthermore, inhaled silica dust will cause a pre-existing latent tulier- cuhius focus, harlwring a feu* attenuated bacilli, to become progressive and spread. The cause of tins effect tqion tulicrculous infectinn has not ret been ascertained iiut pruliahly it is in some way associated with the death of tissue caused by the toxic silica. Associated with this factor is an increased activity of the phagocytes which arc stimulated by the irritating silica so that these cells tend to migrate rapidly and carry tuliercle Iiacilli into )>reviously unmvolved portions of the lung. .4si't'sl<<s dust, pcrliaps liecaose of its filirous structure, is not transported very far within the lung. It tends to lodge along the walls of the finer tubes and little of it is removed by tin* Ivmpliatic drainage system. Tissue reaction, probably initiated In* the of the fillers, occurs m their immediate vicinity. As in the case of silica this reaction consists of an overgrowth of the connective tissues which is later transformed into leathcr-likc scars. Aluminum oxide will serve admirably as an example of a non-siliccous dust wlmsr particles are as hard and ?harp as those oi crystalline silica. When a measured quantity oi such panicles. 1 to 5 micra in diameter, are injected into tlic car vein of a rahhh tin* majority of them come to rest in its liver and spleen. There they remain, apparently harmless, collected in Urge phagocytic cells and producing no reaction of tlte connective tissues for at least two years. Injection of the same quantity oi ilie same sued quartz {articles excites the formation of so much scar tissue tltat the functional elements are almost completely destroyed and the organs are reduced to nodular masses of Ivathcr-lflce consistence. Carlmrundum. the carbide of silicon, when inlialed by guinea trigs for periods as lone as four years, likewise tails to excite significant overgrowth of the comirctive tissues. It produce# only a low grade inflammatory change with no nodules. Instances such as those cited constitute the laris for !cUcvinc that tlte cellular response to dust {article# is not due to their lardness and sharjmess frut to chemical sulistanre# Iflierated by lltc action of the tissues upon tltcm. The case for solubility Itas not been proven directly, for the detection of soluble silica in the tissues offers technical difficulties which today are unsurmountable. Nevertheless this substance is known to lie a cell {niison and in weak concentrations h will provoke an overgrowth r.i the connective tissues. . Mention should lie made of the effect of inhaled coal dust. Most city dwellers breathe in sufficient quantities of this material during 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 hut this pigmentation is associated with little or no new growth of connective tissue. The coal miner's lung is much blacker hut in most instances h also develops no deforming scars. When such reaction does occur analysis usually reveals appreciable amounts oi silica in the lungs. The presence of excessive quantities of carlion dust apparently influences the localization of mod erate amounts of silica so that the latter is not debited in nodules as m pure silicosis hut in streaks along lymph vessels as pure coal would localize. Coal miners' fibrosis, due to relatively small amounts of silica, is therefore dit- Industriai Health Section lerent from that of the pure quartz worker. When the amount uf inlialed silica is excessive, the effect of the coal is negligible and the reaction approximates that in pure silicosis. There is said to be more reaction to hard coal than to the bituminous variety hut titere is evidence to suggest tint this is doe to the greater amount of siliceous rock which must be worked in mining anthracite coal. Finally, consider the sDtcosis of granite cutters. This develops somcwltat mure slowly than that of the pure quartz miner and it lias been maintained tliat this is due to the relatively small amount of uncomhmed silica m granite (25 to 40 per cent). Rui it is believed that other components of the glomerate granite may neutralize or at least inhibit the effects of the silica so that ouly after prolonged exposures to high concentrations does significant reaction occur. While typical silicotic nodules develop in guinea pigs inhaling pure quartz for a year, not even tlte earliest sug gestion of nodules have appeared in the lungs of animals inhaling comparable concen trations of granite (40 per cent silica) for four years. This brief discussion of some of the problems involved in pneumonokoniosis draws attention to tlte limitations of our present knowledge. It indicates that tlte reaction to an inhaled dust is determined by the chemical and proliably physical conqioshinn ni that dusL It emphasizes the need to further study of different types of dust both in the pure stair and in measured combinations. The ultimate atm of such a study should be the neutralization of the toxtc 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 jart: The properties of a given dust which determine its capacity to produce pulmonary jathology are. tlie nature of the dust, tltat is. its chemical and mincralugical composition, its particle size, and finally the quantity of the dust disjiersqd m the atmosphere. One of the outstanding results of the last 20 years of research in the field of dust inhalation is the demonstration of the fact that, in general, the degree oi health hazards associated with the inhalation of any dust, all other factors re maining constant, is dqiendent upon the mineralogical composition of the dust. For example, it is imw well established that the initiation of certain types of dust, such a# granite dust, will in time produce fibrosis of the lungs, at times associated with tuberculosis. In other cases exposure to dust nay result in the production of much less fibrosis without notable tendency toward subsequent tuberculosis; this ts true of cement dust. And finally, there arc certain types of dust, as typified by marble dust, which in the quantities and lengths of exposure so iar observed produce little lung fibrosis. In general, it has liecn found that those dusts which are high in quartz content are the ones which produce a disabling fibrosis of the lungs most readily. So far as the size of the dust particle is concerned, it is apparent that in order for any given dust to produce injury to the lungs, it must gain access to the lorenchyma 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 gain access or are retained by the human lung. In this connection H is of importance to have regard to the size of the dust particles present in the industrial atmosphere. With reference to the quantity of dust present in the air of a workroom h is apparent that when the dust concentration is high tlie exposed person will inhale a greater quantity in a given period of time than he mil when the dust concentration of the atmosphere is relatively low, and since the rate of production of the fibrosis 54 Twenty-first Congress--National Safety Council if partially dependent upon the rate in which the dost is inhaled, this latter hen plays an important role in predicting the relative danger of different environments. Hence the need for the evaluation of the quantity of dust in the industrial atmos phere is obvious. Research on the problem of industrial dust inhalation has indicated that 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 silicates, such as pure asbestos: (2) those containing free silica in the crystalline fonn known as quartz, fgranite contains approximately 35 per cent of quartz): and (3) dust con taining free silica in a non-crystalline form such as diatomaccous earth. In general, it has been found that the harmfulness of a quartz containing dust is in direct proportion to its quartz content. For this reason, in attempting to evaluate the harmtolness of a dost, it is at the utmost importance to ascertain its exact mineralogical composition. It has Itccn our experience that to determine accurately the exact mineralogical composition of a dust one should resort to a combined chemical and petrographic analysis. By no other method hare we found h 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, ft is possible to deter mine the amount of quartz present in such dust merely by a chemical analysis. However, most dusts which come into question are mixtures of quartz and silicates. Take granite for example. The averape granite -is made tip chiefly of three tran- rrals in alxiut 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. Of this 70 per con. 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 out of the asmosphqre at the breathing level of the worker serve admirably for both chemical and mineralogical determinations. Table 1 presents the quartz content of dusts obtained in various industries which we have studied. TABLE 1 Percentage of Quartz Present in Various Industrial Dusts Kind of Dust Percentage of Quartz Rock drilling dust < bituminous coal mine)....................... Granite anting dust.............................................................. Rock drilling dust (anthracite coal mine)....................... Brass foundry dust............................................................... Dost from raw mills in cement plant................................. Slate mill dust (Vermont redslate)................................. Silverware polishing dust...................................................... Anthracite coal dust.............................................................. Bituminous coal dust............................................................. Cement dust ........................................................................... Slate mill dust (Vermont preenslate)............................... Talc mill dust......................................................................... Marble cutting dust................................................................ 54.0 35.2 31.0 19.0 6.5 3.0 17 1.5 17 1-0 trace none none h is evident from this table that rock drilling occupations in the coal mining industry and certain occupations in the granite cutting industry and in brass foun dries would l* in tltc hazardous class as judged by the proportions oi quartz in the atmospheric dust. Industrial Health Section It has been demonstrated that particles oi dust of a size greater than 10 to 12 microns in longest dimension are very seldom found in the lungs. This absence of larger particles is partly due to the fact that the numbers of such particles greater than ten microns in size present in industrial air is, as compared with the lower sizes, comparatively small; furthermore, these larger particles do not pene trate to the terminal portions of the respiratory tract Hence we need only concern ourselves with those dust particles that are less than ten microns m longest di mension. In order to ascertain whether or not an industrial dust is capable of gaming access to the lungs, it is necessary to know something of the size of the particles in the dust under consideration. In practice the samples for particle size studies may be obtained by the use of the Owens jet dust counter. The advantage of this instrument over other devices is that the Owens 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 raicrophotograph of the dust is made at a high magnifica tion ; the particles revealed on an enlarged print or screen may be measured by means of a millimeter scale. Xo matter which method one uses for particle-size measurements the results may be treated in the customary manner. The particles may be grouped in classes according to size, 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 dust the rate 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 decision as to the size range of the particles which should be included in the dust count is a question requiring careful consideration. Obviously the size of the smallest visible particle will depend on the magnification and type of illumination used in the microscope, the refractive properties of the dust and to some extent on the visual acuity of the observer. Wc must bear in mind that our chief interest in this problem is in the industrial hygienic aspect Primarily we are interested in differentiating between the dust content In the ordinary normal atmospheres, not yet known to be harmful, and certain industrial dusts which are known to be associated with lung damage. This difference is sharply marked so far as the dost particles between approximately one-half and ten microns in diameter are concerned; but the difference between such normal and abnormal air is masked and lost when we include in our deter mination tlie particles of ultra-microscopic size which are present in vast numbers in all air. So far as the upper limit of particle size is concerned it has been demonstrated by the South African studies that particles greater than ten microns in longest dimension are, as a rule, of negligible importance. The data concerning the Idwer 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 silicotic hmg. found that only 13 per cent of the particles were less than 05 microns and about 36 per cent of the particles were less than one micron 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 12 microns 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 the sputum of men employed in ore mills, found a close correspondence. These findings have also been corroborated by Xavrogordato. In connection with the lower limit of particle size of dust of pathological sig nificance the following pertinent question arises: Aside from the evidence direct or indirect of the non-retention oi minute particles of dust by the lungs, what 56 1 'ecvty-first Congress--Xatiunal Safety Council TABLE 2 Average Dust Counts in Certain Dusty Trades Industry and Occupation Talc Mining and Milling: Jack-hammer drillers............. Packers ....................... Muckers ...................... Cnislamtai and cvlindcrnren___ Slate Finishing Mills; Floomivn .................... leaders ...................... Disc crusher ojicraturs............. Quartz Grinding Plant: Mill <i(frrat<irs................... Lalinrcrs ........................................ ........................... Parkers ............................................. Granite Quarrying and Finishing: I.ryncr drillers ...................... Jack-hamtnrr drillers ............. Dust exposure in millions of particles per cubic foot 83 Machine (tnctxmatic tool finishers. Attendant lalmr i indoor* ........ Anthracite Oal Mining: Miners and heljiers___ Attendant lalior ............ Pitcmtnmi* Coal Mining: Coal cutters and loaders .... Attendant latior ........... Marble Cutters ................... 1 ottm Cl'*th Manufacturing: Carders .......................................................................... Weavers and spinners........................ Silverware Manufacturing: Dustv trades ............... Xon-dustv tradi*< . 0 Average per cent of quartz in dust Sane None Sane 3 99 99 99 35 35 35 *7.5 1.5 1.5 1.2 1.2 Sane Sane Sane 1.7 1.7 1.7 evidence if ilicrc that appreciable j*crccmapei oi ordinary industrial dusts evtr fragment into thr*e minute sizes less than 0.5 microns in diameter? The best answer to this (Question would be data of actual measurement fit such dust. Un fortunately we have hut scant jnibhsheil data on the particle size frequency of dusts in the air of industrial establishments. In 192V Fehnel made some particle size measurements in connection with the dust study of hard rock drilling m New Y<rrk City. He reported the findings on three samples, which showed the dost which was less than 1 znicron hi size to vary' from 1 to 15 jktt cent. Most of the dust in these hard rock drilling oi*ratiuns was between 2 and 5 microns in size. Padham. in studying the dust hazard among sandstone W4irkcrs in Sydney. Aus tralia. measured some 76.000 particles of dust m the air of work places and found that 67 per cent oi these jiarticlcs were aliout 1 micron in size. In a panicle size Industrial Health Section study oi twenty-five samples of eleven different kinds of aerial industrial dusts made by the filar micrometer method at a magnification of 2.000 diameters, tlie speaker found that practically all of the dust was less than 5 microns in size. Only 2 per cent oi the particles were less than 05 microns. 21 per cent were less titan 1 micron, and the majority of the dust, 71 per cent, was found to he between I and 3 microns in diameter. From all of the evidence tlierefore, and in the absence of conclusive proof to the amtrarv, it is apparent tliat we need only be concerned whh those dust (articles lietwecn one-half and 5 microns in size, and from a practical standpoint the lower limit of particle size to he counted may well be taken at about 1 micron. Many methods have lieen devised and used for the purpose of determining the quantity of dust hi air. Suffice it to say that for the purpose of dust sampling in cither high or low* dust concentrations, the Grecnhurg-Smitlt impmger apjiaratus n*w finds universal favor. This instrument has been used by the United States Public Health Service in all of its dust studies during the past nine years and is also Iicing used by other workers m this field in this country and abroad. During tltc past nine years the writer has nude numerous investigations of dust Iiazard in many industrial establishments throughout the country. In Table 2, i summary is presented of the average dust content of the air in a few of these dusty industries. This table clearly shows that the highest dust c.\|iosure was in tltc talc mine*. slate finishing mills, quartz grinding plant, coal mining and granite cutting industries. Owing to the high percentage of quartz present in the dust oi the quartz . grinding and granite cutting plants, as compared with the dust in the other indus tries listed in Table 2. quartz grinding and granite cutting are revealed to lie the mirit hazardous of the occupations .we have studied, 4 ^ ------ ---- - Clinicaf ana Statistical Aspects of Silicosis By ALBERT E. RUSSELL. M. D,, F. A. C. P. Surgeon, XJ. S. Public Health Service; Surgeon, U. S. Bureau of Mines, Washington, D. C. It would be difficult to estimate with any degree of accuracy the numlier oi (tropic hi the United States who are engaged in dusty trades. It is evident, however, that more jieoplc are exposed to dust, which constitutes the greatest single industrial haz ard. than is generally supposed. Certain dusts contain poisonous elements, such as lead, arsenic, mercury, etc- which give rise to general conditions resulting from their absorption. This pajier however will deal only with those dusts which arc known to be direct factors in the production of pulmonary diseases. Economic Aspects of Silicosis Tltc economic problem presented by silicosis is tremendous. Tltc suffering and loss of life due to it cannot be adequately measured. In the gold mining area around Johannesburg, South Africa, during the jtcriod 1911 to 1929. more than 5.1 million dollars have been paid in compensation alone. Tlie 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 oi silicosis compensation. I know* of a company ht our own country which has claims amount ing to more than a million dollars for disability due to dust inhalation. There arc other plants in the East which will lie bankrupted if all the claims which are filed against them are allowed. In most of the industrial states the numlier of claims filed has greatly increased in recent years. It is clear that dust-prcvcntkm work, like any health-promoting activity, would (ay many times in money, good health, and efficient operation. Strangely enough, only during the past 25 years has dust reccivec much attention 58 Tu'ciity-pTSt Congress--Motional Safely Council as an etiological factor of disease. The rapid development oi industrialization within that jieriod partly explains the impulse toward the study oi this source of industrial hazard. The advances which have been made in all branches of industrial medicine have helped to center attention on dust and its effect upon the health, inasmuch as the number of the workers in dusty trades is larger than that of any other group exposed to a single industrial hazard: and an additional reason for increased interest m 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 the 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 tnetliods 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 basis for legislation, compensation rates, and fur ther .tudy of the disease silicosis. There are almost 300,000 workers in the South African mines, ft was because of thr excessive incidence oi silicosis among the miners around Johannesburg that the International Labour Office of the League of Nations selected that city tor the first International Silicosis Conference. In the United States the first study of the effect of dust was made by Dr. A. J. 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 Public Health Service, have been confirmed by subsequent studies. Agencies which have done and are now doing investigative work are the V. S. Public Health Service, the Bureau of Mines, and the Universities oi Harvard, Vale, and Pennsylvania. Private persons have also contributed valuable information on silicosis. Tile word "pneumonocuniosis'' i of Greek origin and means "dusty lungs." It is an inclusive term and is being used now more than previously with a designation as to the tyjie of dust rc.qtansiblc for the pathology. There arc few instances where a pore dust. i. c_ one umnixed with other elements, occurs in industry. The intelligent roifetdcratKM of the relation of dust to the etiology of pulmonary disease must include the following: ]. Chemistry and petrography of dust. 2. Con centration, 3. Sizv of particles. 4. Condition of worker at beginning nf exposure. 5. I-rngth of exjKWart-. and 6. Effects produced. The dusts most frequently met with in the industries are inorganic--incidentally, more harmful. It lias Ixren shown conclusively that silica, one of the most common dusts encountered. al<4te produces more j-ermanent jmlmonary damage than all other causes combined. Condition of Worker at Beginning of Exposure Reference lias Ixxn made to the manner in which a tuberculous infection is aug mented bv the presence of silica. It follows that a worker having a tuberculous in fraion. cither latent or active, will suffer more from the effects oi 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. Exjicriencc 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 H a worker was of the so-called "litahmoid** type, he developed silicosis more rajndJy and a tuberculous complication earlier than did the normal worker. The length of exposure to dust is evidently a great factor in the production of dis ability. It has len found that the occurrence of silicosis is in direct relation to length of service and concentration of dart. Industrial Health Section 59 Effects Produced la 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 into three stages, designated "first,** "second," and "third" stages. "In the diagnosis of every stage of silicosis a history must be established of expo sure to inhalation of silica dust m a quantity commensurate with the clinical and radiological findings. "In the first stage, symptoms referable to the respiratory system may lie slight or even absent. Incapacity for work may be slightly impaired. There must lie a de parture from the normal in percussion and auscultatory signs, and the radiogram must show an increased density of liucar shadows and the presence oi nodular shadows. "In the second stage there must be an increase of all the physical signs observable in the first stage, and the radiograph must show an increase m the number and size of 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 the above descrittcd stages, altering the symptoms, physical signs, and radiographic appearances, and the degree of working incapacity. Its presence must therefore influence the stage classification." Patients with silicosis in uncomplicated form are usually well nourished and 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, hi contradistinction to the assymetry scarring in pulmonary tuberculosis. Symptoms Dyspnoea is usually the first symptom and most constant complaint in silicosis, and it increases with length of exposure and even after exposure ceases, if the dis ease lias 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 m the Joplin District. Missouri. I do not know* of any clinician who has (ailed to mention this finding when describing the symptoms of silicosis. It has also been my observation that pains in the chest were a common complaint. A cough, which was usually non-productive, and irequent 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 were not particularly adept in the pro cedures employed in making physical examinations of the chest. The x-ray does give more information than any one 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: Perctuiion usually reveals a general impairment of resonance, the intensity of 60 Twenty-firsi Congress--.Vational Safety Council which aspect varies as a rale 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 apjircciably in the earlier stages, hut as the generalized fibrosis of silicosis increased these were decreased in intensity. Filir*is of tuberculosis causes an increase in both tactile and vocal fremitus. Thc o<diti*ai is. however. hcalizvd. whereas the fibrosis of silicosis is general through out tlir lungs. In my cases of granite cutters there was no marked change to any {articular variety ii breath sounds in uncomplicated eases, but rather a softening (or "soft l*fhr effect) on all the breath sounds, which naturally brought out the vesiculai type oi lircathmg. kales were absent in the uncomplicated cases. Xo toxemia was present, which i> accounted for hv tin* aftsenre of infection. Tuberculosis as a Complication of Silicosis (t * not -urjirisiup tiiat workers who liavc latait tuljcrculosis infections txromc disabled earlier titan tin* average individual. It was our experience that tlnrsc eases lrvrlo|icd silicosis more rapidly, and that when they dcvelo|ed the clinical tubercu losis. they were still young people and the disease ran a more prolonged course. This ,va* n*t true the eases whi-fc <levrl< ]*<] silicosis first. The South African invest i gators. t`H*. lave <Jserved tlat the cases which they classify as "phtliinouT break down with tulierculusis early in their mining careers. 1`hysical examination of silicotic jorients who arc lircakhig down with a ttilicrcub.us c*>mplicatiii provides information which is not always available with the x-ray. hr. I'ancoast stated in a talk <nt jmcuniouocnmosi? it the local (Washington) med ical Miricty recently that during this transitional stage the differential diagnosis is itm tmjiossilile. When tlie tuliercubrns complicatem lias advanced, diagnosis is. oi o .nrse. easy. Inejmry into tlie patientV ronditinn will usually reveal symptoms which are com mon to uncomplicated tulwrculosis. It was our e\|criencc that early complaints were fatigue, night sweats, increase in dyspnoea, tains in the chest, and an afteriiixiti rise in temjKTature. There was frequently complaint of a cough, which was productive. Many jatients Itad hemoptysis aud later in tlie disease, frank honorriiaees frm tin- lungs. Loss of weight did not seem to occur so early as in uncom* 1-Heated cases. Irat when this symptom became manifest, it was narked. Tuliercle farilh* were usually found in tlie sputum early in tlie disease. Tlie later stages presented no great differences from those fulminating tyi>es ii t;nr<>m)ilicalcd lulKTCulosis. Tlie jihyskal signs firesemed variations irom those in uncomplicated cases, inas much as there existed already a general pulmoitary filirosis. The latent or posttus-ir rale was constant and not tmlike the same valuable pathognomonic sign in un complicated cases of tulxrculosis. Tlte x-ray*- i rases m this stpgc usually revealed areas ni conglomeration, or fus ing. oi iihnrtic markings. They were less distinct in elaracter than in uncompli cated silicosis. This fact will he demonstrated in the slides. Tlie diagnosis of silicosis is not an easy task. The patient's history, careful analy sis of his orcniotional life, a study of his jihysical condition and reliable x-rays arr ncc*->sarv to determine the presence of silicosis and to attempt to evaluate the extern >i disalnlity present. It is obvious tlat 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 susjn-ctcd ca*e examined at a reliable clinic or general hospital by a group ot unbiased physicians and to abide by their findings rather than to lave these cases fought out m courts. In most every manufacturing city large general hospitals and tuherculosi** clinics arc available and the use of these institutions will, h seems, insure better de cision both to the patient aud to the industry. industrial Health Section 61 Course of Silicosis Among Workers no Longer Exposed to Silica Dust In tlie study ot silicosis one oi the most important questions which has arisen is the health liistory of those individuals who have worked in the granite industry tor a number of years and then left, to find occupations in other trades where there was no iurlhcr dust exposure. It was possible during the course oi the study at liarrc to >l*crve 24 such cases. The latency of silicosis has been referred to by other investigators. The South African workers found that **a steady fall over a ]>criod oi years m dust concentra tion is not associated with the corresponding tall in tlie silicosis incidence." Dr. Watkins-Phchiord also records cases of miners who lad been exposed to dust lor a long i**riod of time, apparently sufficient to develop silicosis, but who went into the war apparently not silicotic. He asserted that such cases were liable to develop tuiwrculosis. Doctor Faucoast presents a case of advanced fmciiraonoa miosis in a quartz miner who had been cxjjoscd to dust for eight years. He lad liecn out ni the mining industry* for ten years, yet the x-ray sliovved extensive pncttmonoconioMs with irregularities of diaphragm, and by fluorosenpe he found the diapliragm re stricted on each side. There was. {icrhaps, a tul>crculnus infection intervening at the time. . Hrittmi reports two cases of workers who had Ik*cii ex(used to dust between seven aud right years. Tliey changed occupations and had liecn away from siliceous dust ior eight and nine years. They dcvelojied pulmonary* symptoms and were found to lie suffering front silicosis and tuberculosis. TattersaH also observed cases of latent *ilic<*M5 in his studies: "Some of the men (rock drillers), moreover, had clanged their occupation for various reasons quite apart from health, hot in dne course the inevitable dyspnoea came on. One nan. ior instance, worked eight years regularly with rock drills, from 1906 to 191-1. then joined the Army, was passed as A-l: hut in spite of his open-air life, dysjntuea came on in 1918. and from then until his death >i.\ years later his illness was a typical case of silicosis." Tlie influence of dust in mortality from tulxrculosis is dearly indicated in the fol lowing table. New methods of manufacturing stone which created excessive dust by the us- of pneumatic tools, were introduced in the granite industry* aliout tlie begin ning oi the jirescnt century, and the tuberculosis rate las increased rapidly with their use. Tlte rate has risen m direct pro}K*rtion to the length of time during which thev lave Iwen emjilnvetl as follows: ' ' 1.5 per WOIl......................... 189TMW4 W.8 tr UlM.........................1910-1914 1VS irr !......................... 193M93i* (during |ierind of our nliscrvalions.) A consideration oi the mortality statistics of Rarre. Vermont, shows that there las Item an excessive death rate from imeuiiKmia and other respiratory diseases ftu- lierculosis excluded) during this period. < C-.-j-.- ' Tiw- Methods for the Control of Dust in Industry and for the Protection of the Worker By THEODORE HATCH Instructor m Industrial Sanitation, Harvard School of Public Health and Harvard Engineering School The speaker said in part: Tlte health hazard associated with exposure lo 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. 62 Twenty-first Congress--Xalional Safety Council The evaluation of the hazards in a Riven industrial plant must therefore be based ujon a thorough investigation of the factory conditions and a careful interpretation of the results. The investigation should include physical examinations of the men and a rtudy of morbidity and mortality statistics, chemical examination of the dust, and determinations of its physical properties such as particle size. The sources of dust and the concentrations produced by the dusty processes must be determined by a complete dust survey. This should accompanied by an occupational analysts to determine the extern and frequency of exposure of the workers to the hazardous dust A knowledge of the piam processes and the characteristics of operation of the dust producing machines is also necessary. In the present state of our knowledge, the manner in which these {actors combine to determine the dust hazards cannot be subjected to an exact analysis. The health liazard will be reduced, however, by the introduction of any measures that tend to lengthen the time of exposure necessary to produce the damage, and the object of any program of prevention, therefore, is so to control conditions that the limited time for safe exposure is extended beyond the ordinary span of exposure: The most direct means of controlling the hazard is by reducing the dust concen tration to which the workers are exjiosed. The efficiency of the required dust control dejupon the allowable concentration in the atmosphere which in turn is determined by the toxicity of the dust and the tolerance oi those exposed. The standard of permissible dustiness may he increased by careful selection of the men, by means oi physiol examination, and limiting their exposure through a system of rotation of employment. It may be further increased by reducing the percentage of toxic material m the dust and otherwise controlling its chemical and physical characteristics. Standards of permissible dustiness hare been proposed tor a few of the dusty trades. From a study of the sickness and death rates among the workers in rela tion to tire dust contCTtj ations to which they are exposed, safe concentrations liave been determined for the cement and granite cutting industries in the United States, the gold mines in South Africa, and the sandstone industry in Australia. The per missible concentration of zinc oxide has been determined direct by studying its effect ujon experimental subjects. A standard tor lead mining which has been proposed was based upon the con ditions found in tliat industry. This list, while it is not complete, serves to rndkaie the limited nature of the data and emphasizes the importance of careful interpreta tion of factory conditions in the evaluation of the dust hazard. It often requires years to demonstrate the hazardous nature of certain dusts, and immediate Tesuhs therefore may liave little value. In the absence of definite knowledge, the safe course is to consider all dusts dangerous until proved innocent. The dustr processes encountered m industry differ widely and exhibit a consid erable variation in tlte restrictions placed u]>on the design and operation of devices for the control of the dust. `Xo single method of control can be universally ap plied: <rn the contrary a number of methods have been developed to meet the needs of tlie dusty trades and the choice of methods must be based upon a thorough study of local conditions. The common methods may be listed as follows: 0) substi tution of a non-liazardous process. (2) isolation of hazardous process, (3) general ventilation. (4) control of dust at point of origin. .The silicosis hazard has been reduced in a number of industries by substituting for the dusty process one which is dust-tree or which produces a relatively harmless dust. In the granite industry the surfacing machine, a heavy* dust producing tool, has been rqilaced to sumr extent hv the pang saw and the artificial abrasive wheel. These arc wet i*r<jccsscs and liave reduced tlte dust concentrations associated with the surfacing of die stone to a figure well below the hygienic safe limit. In grinding and polishing jobs, the sandstone wheels have been replaced by artificial abrasive wheels containing little nr no free silica and though dust is still produced. Industrial Health Section 63 exposure to it does not lead to the high tuberculosis rate formerly found among grinders and polishers. Another example of this method is the substitution of steel shot and other silica free abrasives for sand in the blasting of castings. To give satisfactory results, \\tt foundry sand must be removed from the castings before blasting, otherwise it is broken up and scattered as siticsous dust. This method of control is decidedly limited in application since it usually involves fundamental changes in the manufacturing process. Moreover, great care must tie taken in substituting the so-called harmless dust, to make sure that a new hazard is not replacing the old one. It is possible to isolate the dusty process in many cases. This may consist merely m confining the hazardous stages of manufacture to a separate building or room, thereby reducing the number of men exposed to the dust (and these men may be protected by masks), or it may mean complete isolation for the workers in an enclosed space. Complete isolation of sandblasting operations within a cabinet is now common practice. Escape of dust is prevented by keeping the cabinet under a slight negative pressure, and by means of suitable controls and windows, the opera tions may be directed from the outside. For some processes automatic blasting, requiring no direct operation, may be employed, although the entrance and exit locks for the material must be carefully maintained in order to prevent the escape of dust at these points. In a few instances of generalized dust production throughout the factory, the use of general ventilation may prove satisfactory as a means of dust control. Under such conditions, the introduction of large quantities of dust-free air serves to reduce the dust concentration by simple dilution. This method is used in certain mining operations, also for purposes of removing heat and toxic gases as well as dust. In general, it involves the installation of large fans and is expensive to oper ate. In cold climates it Incomes prohibitive owing to the great increase in the cost of beating. General ventilation should be looked upon as an adjunct to other methods of control, rather than an independent method. Effectnr control of the dost at the point of generation prevents it from reaching the breathing zone of the worker and hence offers a positive means of reducing the dust hazard It may be effected by the use of water or other liquids for cap turing the dust, or by means of local exhaust ventilation. The use of water for laying dust is an old method of control. It has been used extensively m connection with grinding wheels and is commonly employed in mining and tunnel operations m the form of wet drilling and water sprays. In operation, some of the partides are carried off immediately by the stream of water whereas others arc thrown^ into the air with the water spray. * The latter, however, are suspended in water droplets and therefore settle out rapidly. This method of control undoubtedly reduces the dust concentration but investigations have shown that it does not always give the high degree of protection required. Its efficiency depends primarily upon the completeness with which the particles are wet In some cases the fine particles are surrounded by envelopes of gas and mar pass through the liquids without coming in contact with it. Others, escaping with the water spray, may remain suspended in the atmosphere after the water droplets have evaporated The wetting efficiency has been increased in some cases through the use of mis and other liquids. Local exhaust ventilation consists in removing the dust through a Suction hood placed close to the point of generation. This method of control is widely used in industry and is most effective when applied to a stationary dust producing machine or when it is attached to a moving tool, thus keeping it at a fixed distance from the point of dust origin. Its general application has been recognized and most states have incorporated specifications for the design of local exhaust systems m their industrial codes. Surveys in certain industrial plants, however, have demon strated that many systems do not have the required efficiency of dust removal. This 64 Twenty-first Congress--Rational Safety Council cam be attrilmted. m most cases, to improper desire and location of the collecting hoods and failure to jirovide sufficient and proper distribution of atr flow through them. In some plants the systems have been rendered useless through lack oi maintenance. The design of local exhaust hoods is com]>licated by the faa that tlte conditions under which they oj>erate vary greatly from one process to another. The basic principle of ipcratim. however. remains the same and certain fundamental rules of design exist which should l*c followed in all cases. Tlie dut panicles thrown off at tlie 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 vvbtfhy which overcomes the energy of the particles and draws them into tlie col lecting system. Tlie air velocity required varies with the nature of the process sinre h depend* upon the sire, shape and density of the particles and their s|**ed if travel. This function is common to all cxliaust hoods and tlie object oi their design is to create the required air velocity with a minimum total air flow and power con sumption. but at tlie same time without obscuring or otherwise interfering with tin- manufacturing process. Tn this end four rules of design roav be formulated: 1. Enclose the process as far as jiossthle. Projicrly located housings or inflles to intercept the particles reduce their energy, and hence decrease the air velocity required for their collection. Enchasing the jiropcss also redoces the area of the h**"d rjening and for a given rate of air flow increases tlie velocity at the face. The use of housings and baffles is limited to processes that do not require close attention and nunipulation. Tlie Kelley trap employed with pneumatic rock drills i- a nand example oi a ct/mplctc enclosure. 2. I-ocatc the hood opening in the path *4 the dust stream. In many instances th* dust is thrown off in a well defined direction, and In* proper location of the hood the energy oi tlie particles can lie made to earn* many ot them directly into the collecting system. This is csjiecially important in the case of high sjeed grinding wheels, for example, which tlirow the dust particles off at velocities of 10.000 feet or more a minute. -t. Locate the h**d as closely as jiossiblc to the jtoint oi dust generation. Tlie air velocity decreases rapidly with distance from the opening, and hence, the distance to the dust source has an imiKrtant licartng on the rate of arr flow necessary to produce the required air velocity at litis 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 incites nut is ten times greater than that required in the same velocity nro inches hum the face. Jj is important to note in this etvmection. however, that the rate of decrease of vchicfty with distance is less for the larger openings. More over. the distribution of flow is more uniiorm. These facts point to the desirability *! using as large an opening as jmssihle. A. Choose a hood having a uniform veil city distribution over the area of dust production and a minimum flow from the dust-free or so-called ineffective areas. To this end. the sire and shai** of tlie hood should determined by the extent of the area of dust production. For example, one ojwiing of moderate size may be satisfactory :\o* a concentrated dust source, hut fitr an extensive area oi dnst production. the larger ojicning or even one rectangular in shape would give better results. Also, by placing a flange around the hen id tlie efficiency of tlie air flow is improved and the rate of flow necessary to create a given velocity at this |>oim is decreased. Owing Jo the great variety of conditions under which exhaust Itoods are rmploved. h is impossible to formulate a set of rules oi design which are universal tn appli cation. On tlie contrary, every problem must Ik* solved independently. In spite of their limited applications, however, the foregoing roles serve to cmpltasize the need Industrial Health Section 65 i.ir a careful study oi the characteristics oi oiicratiixis oi tlie dusty process and the inqiortancc of the aerod>*namic cltaracterisiics of an cxliaust Itood in determining its efficiency. They also suggest the impossibility oi employing any single measure nf operation as the basis of design. _. State codes commonly specify cxliaust hood requirement- in terms of the negative static pressure at the hood throat. In some cases a single value has lieen adopted i'.ir all dusty processes and an examination of existing codes reveals a considerable variation in the suction requirements. In some cases the diameter of the throat if also sficctficd. . Tlie use of this index arises from tlie iaet tltat it constitutes an apjiroximate measure of the rate of air flow into the hood. This is true, however, only when the area of the throat and the shape and size of tlie hood are also specified. Tiic mcluucBj of these factors in the specifications, however, is not enough since the efficiency oi an cxliaust hood is not a function of tlie rate of air flow, but rather of tlie air velocity at the jiotm oi dust generation, and this in time is deter mined by the nature oi the process and tlte design and location ot the hood. Furthermore, the rate of air flow necessary to develop the required air velocity also dejiends iqon the sltape and size of the hood and its distance irom the dust source. Thus the static suction at the throat bears little relation to the dust collecting efficiency of an exhaust hood and has no place in legal specifications. On tlie contrary, the only satisfactory index of ojicration is the efficiency of dnst removal itself. Industrial codes should therefore lie written in terms of permissible dust concentrations and approval must be based upon actual dust determinations in the factory. In this connection it must be empltasized that visual inspection fa not enough since with the ordinary conditions of illumination, concentration below 50-fi0 million particles per cubic foot oi air cannol be delected bv the eye atone. In general, concentrations of this magnitude are well above tlie 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 urements ot dust collecting efficiency and carefully executed investigations of this sourer must replace tlie present uncertain methods of design. Methods of Protecting the Worker Against Dust Inhalation By PHILIP DRINKER Associate Professor, Industrial Hygiene, Harvard School of Public Health, Boston, Mass. The silicosis problem m `bis country* is not a pleasant spectacle for those of us concerned with industrial hygiene and safely measures. Painful as the cure pay }*. it consists of two perfectly definite steps: (a> medical examinations of new employees and routine examinations of all persons exposed to dangerous dust con centrations : and (hi reduction of dust concentrations breathed by workers to what are considered to lie sate limits. If dustiness can Ik controlled by local cxliaust fans and dust collecting equip ment, jirotectivc devices such as respirators or jiositivc jn-cssure hchncts have no jAace except as emergency cquisiment. However, many processes like abrasive /sand or steel) blasting, paint and enamel spraying, porcelain manufacture, stone cutting, sand grinding, and the like, will not. m all prollability, lie made reasonably dust free for some years to come. In work of this type, resfrirators and other jirotcctive devices liavc an imjiortam place. Tlte safety man should understand thoroughly what can be expected oi protective devices, and above all, should be able to check and observe whether the workmen are getting the protection they require. (11 Treenly-first Congress--Xotional Safety Council One see* occasionally siatcmmis to the effect that respirators have no place in industry liecausc they Alter 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 rji several makes of respirators exceeds 90 per cart on silica dust with particles less than 2 microns. A careful measurement of the size of dust panicles entering and leaving respirators shafts a slight but unimportant reduction in average size of the dost particles. But by far the most convincing proof that well built respirators remove dust is the microscopic examination of the nasal discliargc and sputum of a man who wears a respirator in a dusty atmosphere, and of one who does not. Requirements for Respirators. Up to the present time our only U. S. specifica tions far respirators have licen 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 tlteir pioneer war work in gas masks. The Bureau requires for approval that a gas mask canister (which includes respirators) have at least Mt !*t cent Altering efficiency against tobacco smoke, measured at 85 liters jer minute, and a resistance at all times of less than four incites of water gauge, and that the Alter ?tall not plug readily and thereby make the breathing resistance prohibitive. They require also a "man test" in which the respirator stall gire adequate protection to men performing light work in an atmosphere containing an iiTespirablc suspension (not silica) of definite concentration. A paper by Katz. Smith, and Meiter of the Bureau of Mines, has made it dear ttat these siK-cifications are inadequate for respirators in daily use m industry. A resistance of four inches at 85 liters per minute is too high for any but the trained subject such as the soldier in war time or the rescue squads of our mines and public utilities. Katz showed that respirators with high efficiency and low resistance were entirely practical to manufacture and to use. The Bureau determines tohaeeo smoke efficiencies by estimating photometrically the smokiness of air entering and leaving the filter oi the resfrirater. The actual density or cnnreiitratin of the smoke (articles in air is not estimated. By a similar photometric procedure, the filter can \k tested for silica dust efficiency. The test is rapid and reasonably accurate--hence, its appeal to the laboratory worker. For toliacco smoke testing, the method works nicely hut for dusts it is not. in the writer's opinion, satisfactory. A dust concentration iar higher than ttat ordi narily met with in dusty industries is essential to the test, and unless special measures are used, the actual concentration is unknown. For some time, there have l*cn used in this laboratory the following test methods: J. 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 28J liters per minute, the cShicnt air jassed through a standard impinger, and the impinger sample compared against another sample, taken at the same time, of the unfiltered air. Comparisons of the two samples can be made by the standard dust counting method by turbidimetry or photometry. The last mentioned is much the quickest and is sufficiently accurate for all practical purposes. A ten' to twenty minute dusting should give an efficiency of at least 90 per cent. 2. Finely ground calcium carbonate fless titan 2 microns) in the form of "whiting limestone** or of magnesium oxide smoke fless than 1 micron) from burned mag nesium ribbon can lie determined either chemically or photometrically, both proce dures being quicker and more accurate than the counting method. A 90 per cent minimum efficiency is required, the test concentration varying from 25 to 150 mgs. per eulrie meter. 3. By burning yellow phosphorous, a wet white suspension of about the texture of tobacco smoke is obtained. A filter which shows 50 per cent efficiency against this substance usually exceeds **0 per cent against fine silica. Estimations can best Industrial Health Section 6r be made either by using two impingers 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 easier to catch than the smoke formed by burning the sjiccial 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 will generally exceed 90 per cent against all dusts. 5. Resistance to airflow, by the Bureaus set-up, should not exceed 0J inches Ixrtore silica dusting (item 1) nor 0.4 inches after dusting, both resistance tests to be made 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 amounts ni magnesium oxide fume which has an extraordinary tendency to plug filters. 6. For the man test, a small hole is punched through the face piece oi the respirator and a small bore, dust free tube is connected to a special type of impinger or to an electric precipitator. A man. wearing the respirator, performs moderate \v**rk in an atmosphere of known dustiness and air irom within the face piece of the respirator is sampled for dustiness at a steady known rate of about 15 liters ikt 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 cent, whichever rating is the more exacting. The sampling rate, in this case, must he about 15 liters per minute, m order not to interfere with the natural respiratory efforts of the subject. If it is desired to sample by impinger. a tube with a nozzle diameter of about 145 millimeters (instead of the standard 13 millimeters) should ! used, with which instruments a rate of 15 liters per minute is suggested. Requirements for Sandblast Helmets. Winslow, Grccnhurg. and Reeves have dtotm that positive pressure sandblast helmets can lie tested while actually in use by the sandblaster. An improvement of their technic lias licen made by Grecnburg and Bloomfield, 50 that anyone familiar with the standard impinger outfit can per form the necessary tests. All adnth that sandblast helmets should lie tested under practical sandblast conditions and not in the laboratory. A hole is made in the helmet a suitable rubber tube connected, and the air within the lielmet sampled by the standard impinger. at 1 cubic foot a minute, for a reasonable period--preferably at least twenty minutes. The subject sforald lie sandblasting throughout the period oi sampling. The dustiness thus found should lie less than two million particles per cubic foot, regardless of the abrasive used ,.r 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. Requirements for Paint Spray Masks. As paint spraying is carried out only with a convenient source oi compressed air at hand, it is natural that masks supplied with positive pressure should he used. Like the sandblaster, the paint sprayer moves about but little and is not greatly inconvenienced by a light air-line attached to his hack or clothing. While spraying under practical conditions, air within his mask should be sampled and the protection afforded by the mask rated in terms ni the concentration inside the face piece. The device should give the same measure of protection as afforded by the sandblast helmet. ^^ The manufacturer of protective equipment should be allowed all possible license in modifications and improvements having to do with apjiearance. 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 lor which he designed and built h. the prospective purchaser and saicty engineer is equally desirous ot knowing the performance data. .... In view of the past work oi the Bureau oi Mines, tlie unquestioned integrity oi 68 Twenty-first Congress--Xatianal Safety Council its ir&onr1 2nd the uniform high caliber of it? work, the Bureau's laboratories at Pittsburgh serm the logical place for such certification to be done. The manu facturer of protective equipment welcomes definite specifications he can meet, no nutter liow rigorous, and exjiects to pay the testing hill whether his equipment is passed or rejected. Xo private testing lalmratory would be expected to undertake this tyjic of work without charging the manufacturer a fee adequate to give the moratory a reasonable profit. The Bureau s fees in the past, tor this type of work, have hern modest, but the funds reverted to the U. S. Treasury, and not to the Bureau's laboratory. Unless an alwtird and wholly unnecessary hardship is to 1* placed uiKm the Bureau, ft should l*c permitted to do such work on a cost, or lv-as-ynu-go. Iasis. jir General Discussion Chatrnian Grcvnburg after delivery of the tajier? invited discussion, which was lengthy and spirited. This may be summarized as follows: Dr. H. K- Tancoast. Philadelphia. pointed out that vlnlr X-ray presents the best method of ofocrvtng changes m the Itmgs and also for determination of their incapacity, most examinations are not thorough. This point is frequently overlooked. Exjicrt evidence is very important in making a diagnosis and grading incapacity. The point made by Dr. Russell, of the advisability of special twiards to decide the physical status of employees exposed to. silica hazards, was also emphasized by TV. \V. J. McConnell. Metropolitan liie Insurance Company. Xcw York City. In this connection Commissioner R. G. Knutson, Wisconsin Industrial Commission, spoke of the difficulties exjKrienced in handling compensation cases. He suggested amendment? to the occupational disease laws tn various states for the complete coverage of occupational diseases, so that claims can he decided by the commissions rather than by common law. The conflict of testimony by so-called experts appear ing Itcfore the c mrmssions is sometimes remarkable. In some cases a final decision has lieen necessarily withheld until after an autopsy. John Roach. Deputy Com missioner of Labor. Xrw Jersey, advocated the appointment of a Medical Board to lie paid In* tltc State whose opinion in compensation cases should be final. There is a great difference of o|>mion about these cases, said Chairman Grecnlmrg; the compensation commissions differ, the doctors differ, and on the other hand* industrialists have nm lieen alert to the situation: hut they* can do a great deal in the future. Compensation Boards in the jast have been somewhat arlntrary in their decisions. Some time ago I suggested in Connecticut that the commission should lie made up of a lawyer, a jihvstcian specialist, and an engineer* hut this suggestion did not meet with very much favor. Asked to outline bow silicosis cases are handled in Canada. Dr. J. G. Cunningham. Tiffunto. Ontario, said: Our laws define the terms silicosis and tulurculosis. and they further define the industries and nccujiations affected, hut they refer to mining especially. The cases come from the individual physicians and are referred to the silicosis hard. When the claim is received, the hoard examines the records and the claimants, to set* ii the regulations of exposure have hecn complied with; ii s. iht claimant is personally referred to the silicosis hoard: two or three of the mt-mlnTs examine the case personally, and then each case is decided by all three members nt the hoard. Tire claim is then referred lack to the compensation board. Twp other poiut? of interest occur to me. he said further: first, we have had a number of stone cutlers with 15 years exposure to limestone, contacting tuberculosis, but in every case the occupational history showed that they previously had cut sand stone: second, in an extensive examination of workers exposed to silica dust and alkaline tiowders. report* in the literature have shown the rapid development of silicosis, hot in our experience an examination of two small grotqis with similar exposure lias shown only a small amount of fibrosis. The importance of exposure to coal dust also has nut yet lieen sufficiently realized. Industrial Health Section 69 IV 1. P. I.cal. V. 5. Public Health Service. Washington. D. <\. emphasized the jNiint made by Professor Drinker concerning the nse ni masks, ihat the minimum pressure necessary to operate such a mask should he used, that a decision should be made as to what this is. and that wc should he sure that pulmonary excursion does not ojierate against appreciable pressure and against pr.q*er ami continuous lung ventilation. It is important to find some workable protective device, said Mr. Reach, that will protect workers in sixty or seventy different industries where tiir exposure exists. It is jiossible that in laboratories a well made apparatus will work fairly well, but m the various industries workers are found who have sharp and irregular features, and many times a mask or respirator will not work <m these faces as on other workers with roratd. smooth features. The protective device thus becomes a menace rather than a help. We are also very much concerned whether the filter is satisfactory and will properly strain nnt the panicles. It las been mentioned, said Dr. Russell, that sonic limestone and sandstone worker* lave had silicosis. We must remember that granite workers and others have shown the jirescrirr of silicosis, although they have not been directly exposed, and other workers beside cutters lave shown tltc presence ni silicosis, all of these cases liemg due to previous occupational exposure involving silica hazards. Recently wc bad a case of a man with silicosis and tuberculosis, his jolt laving been loading coal (not a real silicosis exposure), hnt previously he had hern a gold miner. He is now 5fl years old, has tuberculosis, and three of his five children also give positive tuberculin reactions, which is against the usual conception that tuberculosis from silicosis is, transmissible. Professor Drinker said: I lave Ix-en asked whether I outsider a respirator a good protection ii no other apparatus is available. My answer is flat it would not lie. In a high concentration of dust, if tltc respirator is functioning prnjKrly. it should rohiee the amount of dnst iirrathed. But a respirator is not really an eight-hour day apparatus. In other processes, however, where the work is intermittent anti a worknan is not obliged to wear his respirator continuously, it 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 die Chemical Section, see page 165 of this volume. WEDNESDAY AFTERNOON SESSION October 5, 3932 Chairman Grecnburg. on the ojicnmg ot this session, called for the rc|mrt of the Nominating Committee and officers were chosen as follows: For Chairman. Dr. R. G. Leland. American Medical Association. Chicago. J'ire-Chairman, Dr. W. R. Redden. American Red Cross. Xcw York City. Secretary, Dr. C O. Sappington* Chicago. Chairman Grecnburg then introduced the first speaker. }30 Jurttfy-first Congress--National Safety Council the influence of the maefrine 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 m daily usage. These statements are a challenge to the engineering profession. The engineers of the nation should make a searching examination to determine whether or not some evil5. as by-products, have grown out of their work. Undoubt edly they have and tt so. it is their responsibility to determine what they are and to eradiate them in j- 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 he Wind or indifferent to their sociological effects. While the factor}* and the jiower house increase comforts and add to the amenities, they do not reach their full sociological efficiency as long as they poison the atmosphere or load it with dust. The Thousand mechanisms which are employed for transportation and other useful ptxrjtoses are wanting tn perfection as long as they produce excessive and injurious noises. It is the duty of the engineer and it should be his desire to affect the removal of all the ohjectionalde features which accompany his handiwork, so that men may recehr unfold hmchis without the has at a single one of the camions which were enjoyed m a less mechanical ape." May we. now. resort to the dangerous matter of making some prophecies as to what way lie expected from the engineer m the next 50 or 100 years? There will be witnessed railways electrified and inland waterways developed far lieycnd onr present conception: telegraph, telephone and power lines underground and it may be power transmitted through the air. UV shaft hate homes heated, canted and lighted with artificial light having all the wholesome qualities of sunlight. We may anticipate homes equipped with television and movietone and supplied whh numerous appli ances for relieving the drudgery and increasing the enduring satisfactions of home life- We shah have a greatly increased noniW of synthetic commodities. We shall see the economic and social status of farm life markedly improved. Then may we not anticipate with confidence the members of the engineering pro fession taking a more active jart in the affairs of government, an agency defined by Burke as "a contrivance of human wisdom to provide for human wants" Since government, according to Clar. "is a trust and the officers of the government trus tees. and lioth the trust and the trustees are created for the benefit of the people", it if the ever increasing doty 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 he equitably and fully realized. We should remember that onr duty as citizens romes before our duty as engineers. The fj^cial or sajwrior knowledge which our training gives us also lays upon us an obligation to use that knowledge in the interest of the public. It is my conviction that the engineer's battlefront of the future should not he alone the subduing and controlling of the forces of nature, but also the combatting of the impediments to human progress, security and happiness. Chairman Uoyd called for the rej**rt 4|t the thminiating committee whose personnel included E. W. Beck. Chairman. 3- l. Barash. R. McA. Keown. W. R. Smith and A. 5. Regula. The following officers were elected: General Chairmen--H. S. Smith. Union Carbide & Carimn Corp.. Xetv York. J'irr-Cltainuan--5. E. Whiling, Liberty Mutual Insurance Company. Boston. I 'icr-Chairman--E. S. Beaumont. Peoples Gas Light & Coke Company, Chicago. Secretary--VC. Dean Keefer. National Safety Council. Chicago. \fcntl*rrs of Ereeuth'r Committee far three-year term--*Harry GmJbert. The Pull man Cumtsanv, Chicago; \V. M, Graff. National Bureau of Casualty & Surety Underwriters. Xew York City: and R. E. Donovan. Standard Oil Company of California. San Francisco. ADJOCRXMEXT twenty-first annual safety congress NATIONAL SAFETY COUNCIL Automotive and Machine Shop Section Officers 1931-32 General Chairman--C. M. Dctterhek, Graham-Paige Motors Corp.. iMroil. Midi. I `ice-Chairman--CAKL Storck, Buick Motor Company. Flint. Mich. Secretory--E. G Waj-Ker, Dodge Brothers Corp.. Detroit, Mich. Xrtcs-Letter -Editor--K. A. Cauam. Kelsey-Haves Wheel Corp- Detroit. Mich. Chairman Poster Committer--G. E. Saxfowi. General Electric Co,, Schrmrctadv, X. Y. Chairman Membership Committee--W. A. Btcmu, Chrysler Corporation. Detroit, Mich. Chairman Publicity Committee---C. W. Bishop. Lycoming Manufacturing Co.. Wil liamsport, Pa. Chairman Statistics Committee--Juiin Cuffowi. Briggs Mip. Co.. WilliamsjKjrl. Pa. Chairmen Engineering Committee--Dr. JaicCS H. Gaec.ve. The Studehaker CflTJJ- Scmth Bend, Jiwi Chairman Slides and Safety Kinks Committee--Marvin A. Hanr, Budd Wheel Corp . Detroit. Mich. Chairman Health Committee--Du. A. F. Letkliuer. Fisher Body Corp.. Detnrit. Members at Large-- L. E. Averiix, C. H. Dockson C<x. Detroit. Midi. Hoyt U FrachfA Detroit Steel Products Co.. Detroit. Mich. R. A. Shaw, The Murray Corp. oi America, Detroit. Midi. R. F, Thalves. Buick Motor Co, Flint. Mich. TUESDAY MORNING SESSION October 4, 1932 * In the absence of General Chairman C. M. DoUcrrer, the 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 hair 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 oi the saiety functions. On the basis of this theory, a hypothetical company has been designed which has been called the Disc Manmac- 131 132 Txvcnty^frsi Congress--National Safely Council tnrmg Co.. whose management has not realized the responsibility either from an economic or a humanitarian standpoint. "The sessions today and tomorrow will allow ns to study the affairs oi this company with a view to the steps that will ta ncces&arv to reestablish it on the right side of the ledger. The speakers who will apjiear on the platform have been drawn from diversified Hites of activity. It has Item imjmssiblc. consequently, for them to dovetail jireciscly the talks which we would like to convey. But they will carry our the major objective of these sessions, which is to expound principles, and if we accomplish this effectively, your attendance will not hare been in vain. "We will. then, by way oi 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 blindly to bring order out of chaos." r - ^~ The delegates were then both entertained and made thoughtin! by the presenta tion of a little playlet entitled "Profit nr Loss: This playlet had the following cast of characters: Genera! Manager. M. J. McCarthy. Safety Dirtetor. Fisher Body Corp.. Detroit. His Secretary. Helen Whalen. Washington. D. C. Safety Engineer. J. A*. Lyle. Personnel Director. Fisher Body Corp.. Cleveland. Chairman, Hoard of Directors. Marvin A. Heidt Personnel Director. Budd Wheel Corp.. Detroit Hoard of Directors. The audience. * During the jirrigress of this playlet tlte cost of accidents and of accident prevention measures was developed in a striking way and the safety lesson was driven home. Chairman Heidt then introduced the first speaker. ' >- h Modem Management's View of Safety By CHAS. T. WINEGAR * Director of Personnel, Chrysler Corporation, Detroit, Mich. Iu sultsianrr the sjieaker said that he had Iwen associated with safety work for eighteen years Inn that his lice* *nung safety-minded probably goes back only to f*ur or fire y ears ago. He was leaving the Olympia Boxing Palace in Detroit one rainy everting. There was a very large crowd, and the usual congestion of traffic war so tad that it took him nearly twenty minutes to cross the street He was a witness oi an automobile accident in which a young buy was hadlv injured. The sjieakcr drew a striking picture oi the bov*s tadly liroken body slumped in the nedway. of the darkness and confusion, and oi a drunken driver who was able to escape without tainp anirdtcnded. The fin-aker took this incident to draw a comparison between the conditions under which we live day Inr day m the outside world as compared with the Or ganized life oi the worker in the average industrial plant. Nevertheless. 1* said, tlsc jiroblcms of the safety mau are more or less compli cated because he is dealing with humans and we know there are all kinds of human ]*np1e. Also, the safely man has to deal with the emotions of human beings. Our err*trun? make u strangers to each other and make up the difference between tirofit and loss. The safety man in his profession has !>eeu doing the Iicst he can ti e*irrcct man's emotions. One of the striking things evident m industry today is the fact that the indus trialist who camr up from the ranks wants hi* employees to have something he did not have. He wants his employees to work under safe conditions. Under present conditions, therefore, the safety man has a more important job than be has ever had in his life, and he will have a still more important job in the future. .^tilontofnr and Moehinr Shop Section 133 This long period ot unstable industrial and economic conditions has affected everyone directly or indirectly. How do you think it has affected the man for merly steadily employed. Inn who has recently lieen working only one or two days tier week? And how do you think h will affect the man who lias been out of em ployment for months? In mv plant, we find that a great many of our accidents are occurring to the man who is newly hack on the job. And these circumstances are bound to have an increasing influence upon accident rates m the future. But management has a deeper interest tn the welfare of the employee than it did some years ago. I have been interested in watching eye rases. One day not long ago 1 saw a workman with a tandage over his eve. and 1 stopped him and asked him what was wrong. He stated that two or three day* l*ctre he had a cinder in his eye and he had not slept ior three nights. I took him dtmn to tlie factory hospital and instructed the man in charge that if this man was not tatter lieforr morning, be was to be sent to an eye specialist. The specialist saw him next day. and stated that the man had been properly taken care of m the plant hospital. However, this little personal attention had its effect lioth in the mind of the workmen and of the eye specialist. The word quickly got abroad through our plant that iuimeone higher in the management had taken a personal interest in an injured man. T understand that some firms have entirely eliminated their safety program, be cause of the so-called expense in these difficult times. I consider this a. very serious mistake. In one of the Detroit plants where safety work was discontinued, an employer has since been seriously injured, and in this plant it lias proved to he a tremendously costly lesson. The Personnel Department's Place in the Safety Program By DR. JAMES H. GREENE Manager, Cooperative Department, Studebaker 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 divisions, all of the various activi ties which deal with relations tatween the employees and the company. By the same token, therefore, the safety deportmem or division liecomes a unit in the Iiersonncl 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 opjiortunities for train ing. recreation, etc. A thoughtful consideration of these items will show that the element of'safety is an integral tart of each of these phase* ><i 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 tienefits of safety, insurance and pension plans t* contingent u}xm the continued safety oi the worker. Only the safety worker can ta considered as a possibility for promotion. In short, the employee's efficiency, his personal well being, and satisfaction with his work, his opportunities for advancement, ad 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 tlte core of the general personnel program. A safety pntgram. like any other thorough-going educational process, is carried 134 Twenty-first Congress-National Safety Couneil on both formally and inforroall}-, Tbc forma! 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 Iwth cmplo3*ees and supervisors at machines, workbenches, and in various private offices. During the period oi 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 iliat he does not lapse into careless habits of work. In such times it follows that tle safety division will have to continue its work with a reduced pervxtncl. 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 lie endangered. Tlie emjdoymcnt 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 emphasize safe practices m 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 contacts of personnel workers and employees. In a period of retrenchment the safety program is eien more vital than in prosj*erous times. From the standpoint of the employer. serious accidents cut into jrroductian costs more bearily at such a time than when i*roduction is at a higher leveL From the employees' standpoint, the loss at wages is much more serious Treatise 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 nan-essential activities. tVliBr safety can readily be called a non-essential, frequently it must be demonstrated that the jrrsonnel staff is actually producing savings by its safety activities if unwarranted reductions in the staff are to hie lrevented. Activities zn Slack Times When work is slack there are certain sjiecific things which can lie done to furtlter a safety program which are not possible during peak operations. These may be listed as follows: * 1. Machinery should be cltecked over for hazards which can easily he overlooked under maximum production conditions. 2. Personnel workers who are handy with tools can make necessary repairs to guards, thus saving maintenance costs. 3. All safety equipment which normally is in constant use can be checked over and inspected during slack periods. A. It is ]>osiblr to watch operatitms more in detail than is possible under normal operating conditions and hence provide safeguards against hazards which might easily lie overlooked. 5. There is more time for safety training. t\. 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. Automotive and Maehine Shat> Seetian 135 WEDNESDAY MORNING SESSION October 5, 1932 The session opened with a presentation of the Report nt the Nominating Com mittee consisting oi Hoyt 1,, Fracher. Detroit Steel Products CoTM H. A. Shaw. Murray Body Corp, and K. F. Thalner. Bttkk Motor Car Co. The inllineing officers were presented for consideration and were formally elected: General Chairman. Carl Storck. Botch Motor Co, Flint. Mich. ('ire Chairmen. M. J. McCarthy. Fisher Body CorpTM Detroit. Mich. Dr. Janies H. Greene. Stndebaker Corp- South fiend. Ind. Srrretary. K. A. Callam. Kelsey-Hayes Wheel Corp_ Detroit. Mich. Scivs-Letter Editor, Xils Juell. Hayes Body Corp., Grand Rapids. Midi. Program Committer Chairman. Hoyt L Fracher. Detroit Steel Prtiducts CoTM Detroit. Midi. .. Statistics Committee Chairman. C. \Y. Bishop, l.ycutning Manufacturing C_ Will iamsport, Pa. . Engineering Committee Chairman. X. H. Kupfcrer. Studdraker Conwratiun, South Bend. Ind. Slides and Sajcty Kinks Committer Chnirman. Marvin A. Hcidt, P.udd Wheel CorpTM Detroit. Mich. . Membership Committee Chairman. M. A. Kroger. Chevrolet Forge DivTM General Motors CorpTM Detroit, Mich. Publicity Committee Chairman. W. A. Bechill, Chrysler CorpTM Detroit. Mich. Health Committer Chairman. Dr. A. F. Lecklider, Fislicr Body CorpTM Detroit. Mich. Members ut Large: L. E. Averiil, C- H. Dockson Css. l>etroit. Midi. C. M. Dotterrer. Graham-Paige Motors CorpTM Detroit. Mich. R. A. Shaw. The Murrav Corp. of America. Detroit. Mich. R. F. Thalner, Hoick Motor Co.. Flint. Mich. * CJa- . , ,, h'lU 1 The Medical Department Presents the Case for Safety By DR. A F. LECKLIDER Medical Director, Fisher Body Corp., Detroit The speaker said in part: 1 am to endeavor to show our management and our directors where, in the eyes of their medical department, it is worth while y* them to spend their money, their thought and energy in formulating and hacking up a safety program. Times. I am informed, are now less jirosjierous. There is a tendency everywhere toward wholesale economies and the elimination of all activi ties classed as non-essential or non-productive. b ! haw noted many oi the economy measures pul into effect and have fcU the * pinch two times a month myself. AH these measures have seemed to lie only partly successful in keeping the Ship of Industry on an even keel. In the same hour when someone of these measures, jiroductivc of a few dollars and performed with hackbrcakmg 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; vour first class hand sawyer is transformed into a third class tracker, who becomes again, as the depression comes into full swing, a first class client at the doors of your welfare department. No jiroper 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 m a social problem case. All are potential social problems, many of them with aspects en- 216 Tunity-first Congress--National Safety Council will be expected to pass with satisfactory grades* Tell him that where necessary* rules wijl 1* enforced but that cunqianv prefers employees who will voluntarily comply with the rules. (3)Company furnishes protective equipment and safety appliances, fa! Rubber cloves, fas* pullers, popples, line hose end blankets. Fusees and flagging equip ment. warning flags, torches and harriers, gas masks, machine guards, etc Location and use of this equipment should be explained in the new man. Defects peculiar to each piece of equipment and the licst method of inspecting the equipment should be explained. Mi Should explain to the new man use of first-aid kits and the importance and necessity for first-aid in treatment nf all minor injuries. Should show him where first-aid supplies are located. .Should explain briefly the use of each article hi the first-aid kit. f5> Should shove location and explain use and method of operating fire ex tinguishers on the property. Tltc group should lie questioned concerning this equip ment. its use and method of nptxatian. /f*l The new employer should fie informed that a complete report should be made of accidmtfi tliat occur. Why a detailed rej>ort is required hy the safety dq*artmcnt and by the claims department should tie explained. A copy of cadi acci dent report form used by the company should fie discussed with the new men. In the conclusions drawn at the end of each of these conferences the leader should i"iint out that as such instructions arc important to the new man. it is imjrtrtant that they 1* frequently reviewed with old employees. Frequently hi con ducting meetings of this character it has been determined that some old employees do not understand the proper use of Are extinguishers, cannot state clearly the company policies concerning safety, are of the opinion the only reason for requiring a rejmrt nf accidints is to protect the company from false claims, have never been instructed in the proper use of gas masks, or other equipment they may lie called uj*m to use in some emergency. There art- scarcely any objections to this plan that cannot be solved. Recently m a large tec company an objection was offered to that part of the plan which required this instruction to lie given Iwfnre the applicant was accepted, on the grounds that often Itccausc of sudden changes in the weather at the beginning of the ice season, additional help was needed immediately. The difficulty was solved by the general manager requiring the plant superintendents to develop a "waiting list"--employees who had l*en instructed by the safety director and might he called when needl'd. While this conference method may not fit all conditions and circum stances in the electric railway industry, it is quite probable that this plan may lw used with such modifications as may l>e necessary and thus reduce the number of accidents due to lark of proper insiructions. -4WOCK.V3fB.YT T 1 r EXTY-FiKST A X X C AL SAFETY COX GUESS X AT 10 X A L S A F F. 7 )' C 0 V X C11. Food Section Officers 1931-32 Genera! Chairman--\\\ A. Si'llivaS. bm;*\Vilc Ri*ctiij Conqiam*. Kansas Citv. Mo. ! `tee-Chairman *Membership)--He.vhv J. Mivira. The Ibinlrn Company. New York City. Seeretarx *c .Yn\r-Lr//i*r Editor--M. K. Hot-km. 11/G Sandwich Shops. Chicago, dll. ' Chairman Program Committee--R. K. PantTV, Aetna Lite Insurance Co.. Nctv York City. Chairman Paster Committee--Thomas Stwhuimi. Wagncr-Tavhtr Cn,, Philadelphia, Pa. ... Chairman Statistics Committee--J. ). Zfitnkr, Gnumental Raking Co.. New York Chv. Chairman Entjiuccriuft Sr Publicity--J. J. I.vnxs. John F. Jelkc Co.. Chicago. III. Executive Committee--The Officers and Will Cooper. Executive Offices. Stevens Hotel. Chicago. 111. Alexander Dikv.t. The National Sugar Refining Co.. Long Island City, N. Y. Fravk A. Hasse. Com Products Refining Co.. Cliicago, 111. Ver.v D. SrrTO.v. Postum Company. Inc.. Rattle Creek. Mich. Ernest D. Fowler. Americus Hotel, Allentown. Pa. Robert E. Dav. Kellogg Co.. Raule Creek. Mich. TUESDAY MORNING SESSION October 4, 1932 The first session of the Food Section convened in tile Wardinan Park Hotel, with General Cliatrman 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 Co., Passaic, N J. Common sense, said die speaker. is often tound to lie an uncummon faculty. A study of the causes back of the majority of accidents proves rather conclusively tliat common sense i* uncommon. He cited a striking group oi accidents all of which had been foolishly caused. He then said iu pan: 217 220 Txenttx-first Congress--Xatiatiat Safety Council In a study nt 2J\12 accident?, an accurate determination was made of the length tii K-rricc <i thus*- injured. It was found that those who had IKm employed rate month or less were being injured at the rate of 160 ]*er month per tOl! employee*. iTliis d'> mean that 160 accidents were caused per month, bu| Out they oc curred at tltc rate of 160 j*rr niisitht. Those who had liern employed for three months had accident* at the rate of 70 i*ct month j*r 100 employees. Those who had lam employed from three to eight months had a rate of 16 accidents per month It IDTi employee?: and those whose experience ranged from eight months to one year ha<l 12 accident* fcr month per 100 employees. After the first year, the rale dropped rapidly. fnr t)lose employed from one to five years, ft was 15 accidents jut year j*er 100 employees. For those employed irurti five to ten years it was 11 accidents {ter year per 100 employees. Those who had MTved from ten to twenty years suffered 5 accidents per year {ter 100 employees, and tlptse who tad Utn employed from twemy to thirty years made the Itesi showing of all. with a rate of only .1 accident* jkt 100 employers. After thirty years of service, the rate look a .-lightly upward trend. Another nudy showed thr relatiiin of what might Iv called the lalxir recruiting rate to the accident frequency rate. lT)n not confuse the term Halmr recruiting*' with tltc term "lalwir turnover/') In tltc study referred to. the lota) number of employees increased gradually from .140 at the In-ginning to 590 al the end of the tieriod. One would naturally think that the numlter f accidents would follow fairly closely tbe total nuntlier of employees exposed to the- hazard* of the plant. Sudt was not tlte ca*c. Instead, accidents hap)iencd with the greatest frequency during the mouths when conditions required the hiring of the largest numlicr of new employees, and a drop in those month* during which there was also a drop in the nnmlxr of new employees hired. "Right now. the very rommmdahlr rfforts of the industries to keep as many as {Kfssflde of tltcrr people employed may result tit the assignment of men to work which is new to them and for which they are not fitted and lead to accidents. When business picks up. and it most certainly will, there will tie a great deal of shuffling around until things become stabilized. AH of those classes of employees that have Iwen termed new will lie entering our jdants in large number*. If ft is possible to devise ways and means of preventing injuries among them we should get busy and formulate our programs now and lie ready to tackle the problem as soon as it arises." Thr cartful selection of emtdoyees is all important. Employee selection sltould lie exercised in the plant haring hut a handful of workers no lrss thoroughly than in /or having thousands. Tbe prinrijdr* involved are precisely the same. Every selected employee should measure up in the physical. menial and moral requirements of the job for which he is lured. It follows that all of those who have the responsibility of hiring men should examine themselves carefully to determine if they are fully familiar with the fob requirements. Physical examinations prior to employment are desirable. They should not be undertaken with the idea of excluding sulmormal applicants from employment alto gether, hut to ascertain what tiarticular work each one can do with the maximum of safety for himself and the minimum nf risks for the employing company. There may lie some who object pi physical examinations, hut these objections are based usually on the Ijclief that industry will take an imiair advantage of the workmen ihrovch information obtained from the examination*. Just as soon, however, as it is demonstrated that the examinations are not 1icing made for an ulterior purpose but to fit thr men to jnl* at which then* will lie safest and at the same time most likely to succeed in a financial way. the objections will cease. CJoffly allied with (lie determination *ii physics/ /horse* is the question of mental qualifications. Modem employment technique includes many different kinds of tests. >uch tests should lie as brief as possible and actually suitable for tltc pun*o*e for Food Section 221 which they arc intended, namely, the detection oi certain specific characteristic* and qualifications. Any tests that arc unduly lung and fail to give information that can not be obtained otherwise will deieat thrir own purpose. Tlicfe is r>m for a bit w\ common sense as well as technical skill in employer selection which, if it means anything, sliould lie fitting employees to their jobs. Of w* less importance arc moral qualifications. It is not suggested that industry should perform tlte functions of a Sunday School, or that employment managers should try to give a moral rating m each applicant for employment. It is oliricm*. however. iltat one who makes uniruiliful statements, or is evasive rather titan straightforward tn answering questions, or fs known to disregard accepted standards of conduct, catuuit lie given a task that requires individual initiative and the accept ance of a measure of personal responsibility, Moreover, such a person will not team up well with his iellon*. He cannot be counted on for modi help in llettering your accident records. "When an applicant is accepted for employment a contract of hire either expressed or implied has been made. It is assumed, on die one hand, tliat the employer lias examined the qualifications of the applicant and has found them satisfactory, and on the other, that tlte applicant has familiarized himself with the conditions under which he vYill work and has considered them acceptable. What an opjiortunity to start a man off right so far as accident prevention is concerned! The applicant fs in a recctnive frame of mind. Now is tfic time to explain tfie safety tJijecth'c* oi the company, and the part he will be expected to play in this effort if he becomes a member of the organization. This is a dignified and important part of the employ ment program. Time ."pent cm ft will be justified by tlic results." Discussion: Mr. Prmrty emphasized that it is well to )*avc a rc-cxannnatiun of a man's physical fitness when he returns to work after an absence, even though be is an old employee. Also the foreman should realize his responsibility in the matter and not assume that the man can do the work as he formerly did. The discussion developed also that in a certain plant a man who was found to have a communicable disease sued tlic plant doctor on the basis of "privilege communication." The plant in question now has all applicants for position* sign waivers before physical exami nation takes place. Report of the Nominating Committee Will Cooper, Stevens Hotel, Chicago. Chairman oi the Nominating Committee, then presented the cmnittee*s rejmrt and officers were elected for the ensuing year as follows: - Cenrrot Choirwaii--Henry J. Min*Era. The Itordvn Company, New York City. I'ice-Choinuan--Frank A. Hasse, Corn Products Kcfiuiug Company, Chicago. Secretary and Sni's-Lcltcr Editor--J. J. Zeitnek. Cuniiuciital baking Company, -\ew * oi w uny. Iiuqiuccring Committee Chairman--J. J. Lyons, Jolm F. Jelke Company, Chicago. Membership Committee Chairman--Robert Flesunc., Kellogg Company, Qdule Creek, Mich. . Vaster Committee Chairman--Tiioma* Strokimk. Wagncr-Taylor Comjiany, Piiil- Vrof/ram Committee Chairman--W. C. WaSUbVbn*. Sheffield Farms Company. Imu. New York City. Publicity Committee Chairman--Krrn E. Cahiu A. E. Siabw Manufacturing Com pany, Decatur, 11L Statistics Committee Chairman--T. A. Sciiexuel, Premier Matt Products Comjiany, Peoria, lib . Afembers at Large-- ` William F. Barrett. Horn and Hardart Baking Company, Philadelphia. W. P. Bell, California and Hawaiian Sugar Refining Corp- Crockett. Calif. 222 Twenty-first Congress--National Safety Council D. M. Clark. Society of Grain Elevator Superintendents of Xorth America, Chicago. Morris Cohen. Schulze Baking Company. Kansas City, Mo. Will Cooper, Executive Offices. Stevens Hotel, Chicago. Alexanxies Dienst. The National Sugar Refining Co., Lang Island Cilv, X, V. Pali. Goodnoigh, The Quaker Oats Company. Chicago. ' E. W. Green. Oahu Sugar Compauy. Lid, Waipahu. Oahu. T. H. C. E. Griffin*. The Axton-Fisher ToIbcco Co, Louisville, Kv. Elsie* Hrmbach. Manager. Hotel Allen, Allentown, Pa. 5. B. Hoaxeii. The Carey Sah Co, Hutchinson. Kan. Robert McDaue. Atlantic Sugar Refineries. Lid, St. John. X. B, Canada. Aimilfii Pfeffer, Adolph Pfeffer Rice Milling Co, Houston. Texas. G. L. Riivs. John Morrell & Co, Ottumwa. Iowa. M iluam A. Suluvan. Loose-Wiles Biscuit Co, Kansas City. Mo. \ k*n' IX Sutton. Postura Cotniany. Inc, Battle Creek. Mich. C. W. Tubsing. James H. Harper Co, Duluth, Minn. R. W. Upshaw, Anheuser-Busch. Inc, Si. Louis, Mo. Eabl Whitelock. Washburn Crosby Co. Inc, Buffalo. X. Y. Charles F. Wifjibs. Tlie Snutliem Cotton Oil Co, Savannah, Ga. TUESDAY AFTERNOON SESSION October 4, 1932 This session i il>c Food Section was held at the Dejortment of Agriculture Ex periment Station. Arlington. Ya. Here a series of dust explosion tests was carried out before the delegates, demonstrating the force of certain kinds of dusts when exploded under various conditions. The fundamental idea in presenting these test explosions was to demonstrate the relative dissipation of the farce of the explosions by means of openings and other escape vents in the explosion diaraber. The tests were conducted under the supervision of David J. Price. LT. S. Department of Agri culture. who gave a detailed explanation of each as il was t>re{iared and look place. Descriptive Statements of Dust Explosion Tests at Arlington Farm Testing Station By DAVID J. PRICE Principal. Engineer in Charge, Chemical Engineering Division, Bureau of Chemistry and Soils, U. S. Dept, of Agriculture, Washington, D. C. In the wort- on dust explosions and resnhmg fires in industrial plants, the Chemi cal ^Engineering Division of the Bureau oi Chemistry and Soils has obtained records of 560 explosions of this character. In 184 of these explosions 434 persons were lolled and 866 injured. In 446 cases the property loss amounted to approximate!*' $46,000,000. The dust explosion hazard exists in about 28.000 industrial establish ments employing approximately 1225,000 persons and manufacturing products of an annual value of more than ten billions o( dollars. The Dqiartmem of Agriculture has given special attention to the development of safety codes for dust explosion prevention in grain handling and manufacturing establishments. The Dust Explosion Hazards Committee of the National Fire Pro tection Association has been under the leadership of the Chemical Engineering Divi sion oi the Bureau of Chemistry and Soils since its origin. This committee is com posed oi reiireser.Utives from the industries directly concerned, insurance and safety Food Section 223 organizations, state and federal officials and ctnistructiun and niuipmenl engineers. The Dust Explosion Hazards Committee has prepared the following nine safety codes: (1) Flour and Feed Mills; (2) Sugar and Cocoa Pulverizing Systems; (3! Terminal Grain Elevators: (41 Pulverized Fuel Insulations; (51 Starch Fac tories; (6) Spice Grinding Plants: (7) Coal Pneumatic Clraiiing Plants; (8) Wmul Flour Manufacturing Establishments: and (9) inert Gas for Explosion and Fire Prevention. These safety codes provide a practical means of translating into actual plain prac tice the results of research work such as you will sec here today. They have heeii adopted by the National Fire Protection Association and the National Hoard of Fire Underwriters and have been approved as American standards hv the American Standards Association. These codes have bten published hv the Bureau of Lalxvr. Statistics of the L\ S. Department of Lalwr as Bulletin No. 542. entitled "Safety Codes for the Prevention of Dust Explosions." It is gratifying to safety engineers to oliserve that the losses of liic and property in the grain handling industries as the result of dust explosions have decreased in the ten jxar period 1921-1931. The average loss per explosion has gradually de creased from approximately $5201X10 in 1921 to alxiut 28,000 ui 1931. (The records indicate that there were thirty-nine dust explosions in industrial plants in 1931. On the basis oi the reduction in loss of $500,000 per explosion, this would mean a saving of $19.5002X10 in 1931 in property values without any reference to the saving of human life). The yearly losses have dropped from $4,140,000 in 1921 to $1,100,700 in 1931. ' .. The reduction 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 oi Agriculture has enjoyed with all the agencies directly concerned, and with national organizations such as the National Fire Protection Association. Na tional Safety Council. National Fire Waste Council, National Board oi Fire Under writers. and other similar associations and organizations engaged in extension and fire prevention. The structure in which the dust explosions are produced consists of a room, gal lery. and tower. The room. 4x5x5 feel, has a volume of 101) cubic feet. The gallery. 2'/i X 2'/, X 20 feet, has a volume oi 125 cubic feet. The tower. 3 x 3 x 12 ieet. has a volume of 108 cubic ieet. Total volume is 333 cubic feet. Vents on the room consist of hinged metal doors and pivoted sash. The metal doors range in size from 0.1 square feet to 1.55 square feet and the sash contains approximately 7 square ftet oi glass. . The gallery has 8 roof vents, each one square foot in' area covered by hinged doors. There are also 8 fixed glass windows with an area of 12 square feet each. The opening into the tower, which is the full size n[ the gallery, may be closed when the gallery is used as a unit. The tower contains one swinging tanel about 7 square ieet in area. 3 hinged doors, each 1.55 square feet in area, and adjustable vents on top ranging from 0.1 sqpare ieet to 275 square feet, and 4 fixed glass windows with an area ot 1.7 square feel each. . In these tests, grain elevator dusts, soap powder, starch dust, milk powder, bakuig powder, sugar dust, wood charcoal dust, wood dust, and cork dust were used. 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 in 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 Dr. Price, have occurred in terminal 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 he possibility of venting an explosion without damage. In this lest approximately 276 Twenty-firs! Congress--National Safety Council Heavy Machine Simp division. Group A. Lycoming Mir. C, Plant \o. I. Wiilianisji'irt, iViubyjvania. The same division. Group B. United States Rubber Ortiii*am-. Sh*e Hardware Cnmjiany. Watcrliurv. Conn. "Your Hoar'" T'm- next jan <* tliis wa* a .-|*ccial feature entitled "Your Hour/* led by T. H. McKcnnry. Suj*crvi?nr oi I-abnr & Safety. Illinois Steel Cunqxany, South Chi- caco. Ouesti<m cards had l*rti distrilnitvi and returned with safety problems, which Mr. McKcimcy read irnr. tle floor, and then asked for solutbms. Questions and answers were as follows: Question Xo. J: "it was expected that jwxit working schedules would cause more accidents, hut this lias not in-vit the ase; why not:** One reply was that plants arc not pressed br production. However, a strong percentage of the delegates were of the opinion that sjircadmg tin* work and putting new men on new jobs was causing accidents. A vote oi delegates on whether or not frequency of accidents Itas decreased during 19.10 and 1931. resulted in a vote showing a decided decrease. Question Xu. 2: "Wlxat jiractical means can Je used to delect defects which may develop in crane wheels?** The replies included: risible insjicction fr cracks, flat surfaces, etc.: tapping wheels with hammer; also gauging the flanges. One well known dmijiany makes a monthly ins|Jcction of all jiarts of the crane. Question Xu. S: "Have any troubles <ir injuries liecn enctitmtered due to metal caps on safety shoes?** Several well-knmvit companies do not iicrmit any safety shoes except tlsfse with fieri t*c. Flammable material hi a com]>oshi<m toe is considered objectionable. Practically every man went on rrc*ird as favoring metal tipped toes and a vote showed unanimous approval of steel toes. Question Xu. */: "Wlxat |ir^icedure should l*e followed it sufierintcndents. biremen and workers do not c<*-"f*erau* in the accident jrrevcntiim programThe answers included the following: Our management is always with us hut a pood organization will also iffm1 npj*>itim to safety. Putting objectors at the htads of safety com- mhiws will often effect a cure. Safety must Inrgin at tltr tup. 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 lurtng influenced if Iirojierly ap;rrarhcd. Both the emotional approach and the discussion of safety on a cost liasis are valuable to make the management listen. Question Xu. 5; **ln the investigatum oi accidents and near accidents, what is the liest method oi procedure--through the biremen. hy a cmmuttcc. hy a safety inspection, or ithcrwisc?'' Many delegates tawired an investigation hy the dqianment superm- tendent and his mat. foremen, etc., with the safety engineer as secretary and assisting in tlte qucsthmmg. Another suggestion was liv means oi a trial. An immediate investi gation is advisable, since conditions cltange. esi>ecially if someone is csjierially at fault. Question Xu. 6: "Xmv tltat we are agreed that responsibility inr accidents rests with the head of the detartment. what is the safety dciartmem doing to lighten the load of tltr bireman?" It was agreed that the safety department should help the foremen in every jKissihle way. It is imjHTnarrt to ccmlrine safety and training. The final feature of the program was the presentation of the film strip entitled "Safety Kinks.** hy J. A. Oanel. Chiei oi Safety Bureau. Carnegie Steel Company. Pittsburgh. Mr. Cartel presented a great variety of machines and devices with appropriate remarks. , AWOVHXMEXT 7 ir E N TY-E1 A S T A N N C A L S A E E TY CO .V (7 A* E S S X AT I O X A L S A V ETY CO C X C 11. Mining Section Officers 1931-32 Genera! Chairman--W. H. Comixs, National Lead Co, Si. Francois. Mo. /'icr-Chairman in Chants of Membership (Coo! Mintug)--Tin:mas h. Lte.iirrooT. Kopjicrs Coal Co- Pittsburgh. Pa. /`icr~Chairiuan in Chants of Membership <Metal Mining)--P. M. Arthur. Anxrr- . ican Ztnc Comi&ny oi Tennessee, Mascot. Teun. |*iVf-Cftoirum--J. \Y. Alt. Calumet & Hccla Consol. Cupper Co, Calumet. Mich. rise-Choinnau--Frank B. Dunbar. Pickands. Mather & Co, Mather. Pa. Secretory and Xeirs-Lstter Editor--Daniel Harrington, United States Bureau oi Mines, Washington.^ I). C. Chairman Statisties Commutes--W. \V. Arams. United States Bureau of Mines. Washington. 1). C. ^ Chairman Entertainment Committee--J. T. RvaS. Mine Safety Ajipliances Co, Pittslmrgh Pa. Publicity Committee--M. R. Bunu. Explosives Engineer. Wilmington. Del. R. Dawson Hall. Coal Age. Xcw York. X. Y. Chairman Poster-Slide Committee--J. J. Forbes. U. S. Bureau of Mines. Pittsburgh. Chairman Engineering Committer--. 1. Metzger. Hudson Coal Co, Scranton. Pa. Chairman Program Committee--CHAS- F. Hazelton, Pickands. Mather & Co, Cleveland. Ohio. Members at Large-- M. F. Faiklif, The Mining Corporaticm of Canada. Ltd, Toronto. Om., Canada. H. C. Hexkie. Phelps Dodge Cirp, Bisbee. Artz. R. X. Hosleb. Coal Mine Section. Pennsylvania Compensation Rating & In- si>cction Bureau. Harrislmrg. Pa. * George Martinson. Pickands. Mather & Co, HiWring. Minn. C. A. McDowell. Pittsburgh Coal Co, Pittsburgh. Pa. D. D. Moffatt. Utah Copjier Co, Salt !.ake City. Utah. . Howard I. Young, American Zinc. Lead and Smelting Co, East St. Louis. III. TUESDAY MORNING SESSION October 4. 1932 The sessions oi the Mining Section convened with General Chairman W. H. Cumins. National- Lead Company. St. Francois. Missouri, presiding. After welcjming the delegates. Oxairman Comins asked tor the report of the Statistics Committee which was presented by W. W. Adams. U. S. Bureau of Mine*;. Washington. I). C, Chair man. tn part as follows: 277 278 Twenty-first Cuni/rcss--Xatioual Safely Council Statistics Committee Report Although employment in the mining industry was reduced -28 jicr cent over the (ircviou* year. companies rtjmning to the National Safety Council represented 34.0d0.f*i0 nuui-h'in> during 1931. Accident frequency at these plants was reduced over * |*cr cent and accident severity 8 |kt cent during the year. Figures of larger now available tor certain brandies of mining since the early returns were itxmislied to the Council, show that amliracite mines reduced their accident frequence 2 per cent in 1931 over the previous years, bituminous coal mine* lowered their frequency rate 12 \*rr cent, metal mines 20 ier cent, iwm-metallic mineral mines 10 jkt cent, and mills and smelters 27 |icr cent. Tlw numler of accidetits and the numlier of man-hours worked have greatly de clined in rcocm years at b-ith metal mines and coal mines. Some of this decline was doubtless the result of jkkjt markets, hin much of it represents increased dficicncy <fur to ini|irm*ed operating methods, Metal mines have succeeded in reducing acci dents at a more rapi<l pace than tlie decline in man-hours, and the resuh lias lccn a gratifying mJuctim in accident frequency jk.t million inan-hnurs of exposure. Gal mining. m the other liand. while also marked by fewer accidems. at least fatal accidents, and fewer man-lwmrs 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 lias shown a mild upward trend. Nevertheless, the rate last year seems to have gone down, and there are indications tliat the rate for 1932 is also declining: which mav indicate that the tidr has turned and that the coal industry, as well as the metal industry, will reduce its accidents m an extent equal to or grater than it lowers'the nmnltcr of man-hour* required to mine a given quantity of coal. The report of the Poster Gmimhiec. presented by J. j. Forties. U. 5. Bureau of Mines. Pittslmrqh. Pennsylvania, chairman, sliowed that during the year over 350 safety jn*irr liad liecn issued hv the National Safety Cotnial suitable for use by ninnl*TS of tlc Mining Section. * . Report of the Secretary The report of the Secretary. I). Harrington. L". R. Hurcau oi Mines. Washington. I>. C~ revealed that "1931 has established a record of low rates of accident occurrence iu Imth coal and metal mining." Approximately 1430 persons were killed in coal mines iti the United States in 1931 against an average of 2409 artnuallv for the previous 25 years. Tltc 1931 iatality rale of about 227 persons killed jier million nais of coal mined is the lowest rate achieved in any year of the present centurv; and for the first eipln months ni 1932. the rate was lower than for the similar period of T93I. Explosion* caused only 86 fatalities as compared whh 264 in 1930. and as compared with an average of 341 annually from 1922 to 1930 inclusive. Fr<nn January 28. 1931. to Novemlicr 3. 1931. or over nine months, the hhumtnfms mines of tltc United States did not haw a major explosion disaster tone in which five or more Jives were lost I. While numerous factors contributed to this long period of avoidance **i major explosions, at least three 'major disasters unquestionably were jircvemcd bv r<ck dusting. * In 1931 Alaska. Michigan and Texas Itad no fatalities in coal mines and every fiber cnal producing stale except Indiana. Montana, North Dakou and Maryland had fewer c*ial mine fatalities in 1931 than in 1930. Alaliama. 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 in this reduction was the avoidance of mine explosions. . For the first eight months of 1932 tlrf fatality rate is but 3.126 deaths per million tons of eal mined, which is a definite, improvement on the rate of 3.384 for the first eight months of 1931. or the 527 rate for the entire year 1931. Tl>e anthracite mining industry also is showing definite progress in safety in 1932. with but 148 deaths frir Minivff Section 279 the first eight months, as against 265 in the first eight tnnih> oi 1931: the 1932 rate in anthracite mining up to September 1. 1932. being 4.829 and tliat ui the first right munths of 1931 having been 6.657. During the jiast year many remarkable safety performances in mining Itave liecn achieved. In metal mining the Miami Copper Company worked more than 30 niouths or more than 30.173.000 roan hours and luudutcd nearly 13300.000 tons of ore irom tmderground workings without a fatal accident. Tlie Utah Copjier Company i]ieratcd its open cut mine for a three-vear jieriod without a fatality and moved more tliau 75.000.000 tons of rock and ore. tltc man-hours of exposure being almost 11.000.000. Coal mining companies, too. recently have achieved safety records almost unlielicv- ahlv good: at least five fairly large producing coal mines have been able to operate a year or more without a single lost-time accident, these living the Dehue mhu\ The Youngstowu Mines CorjK/ratiun. Dehue. West Virginia: the Drier Hill mine. Tltc Buckeye Coal Company. Brier Hill. Pennsylvania: Tltc No. 1 mine. Phelps Dodge Corporation. Dawson. New Mexico: the Alloy mine. Electro Metallurgical Company. Alloy. West Virginia: and the lmbodcn mine. Stonega Coke & Coal Cnntpativ. Imlioden. Virginia. _ The cement industry continues its excellent safety performances and now at least eight cement plants have joined the thousand-day club, having not had a lost-time accident m 1000 or more days. Tltc lola. Kansas, plant of the Lehigh Ptirtland Cement Company has worked for six years without a lost time accident and in that i>criod had nearly 2300.000 man-hours of exposure and handled practically 1350.000 tons of cement rock: and the Sandis Eddy quarry of the Lehigh Portland Cement Cnm- pany. with an average of 33 employees, lias not had a lost-time accident from February 17. 1926, to at last September 1st, 1932. tlie exposure living practically 666,000 man-hours during which over 2300.000 tons of rock were produced. Another rcmarkalde safety performance is that of tlie underground mine of the Alpha Port land Cement Company. Ironton, Ohio, which has not had a lost-time accident since Septcmlicr 21st. 1926--over six years. During the period its employees have worked 999 days whh a total of 569848 man-hours of exposure. Fifty-four new chapters oi the Holmes Safety Association were cstahlislwd last year, bringing the total number of actively functioning chapters now to over 150. with a membership about 50.000. Dozens of instances are at hand in which actual figures have been famished indicating that after Holmes Chapters have been installed and kept in active working order, accident occurrence has been reduced materially. Chairman Comins. at this point, introduced George 0|p. Safety Engineer. The Detroit Edison 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 spoke extemporaneously, and no record is extant. Some Data on Lighting in Underground Mines By C. W. OWINGS Associate Mining Engineer, U. S. Bureau of Mines, Pittsburgh Experiment Station. Pittsburgh, Pa. Lighting is oi paramount importance in reducing accidents and 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 *T as the first letter, are. jierliaps. significant of the necessity oi light in order that man may live. In opposition to this thought, two words suiting with the letter "d," darkness I'utilisked by peoni-simt nf the Director, l\ S. bureau Mines. (N<n subjeci in copyright.) 4(4 1'iceuty-first Cmutrcss--Xutionat Safety Council Tin- * atridrm f>t* may In- emphasized l.y conijiarms! them wi:li tin* .*: .i wa*u* maurial. ticimiw ivrk. wa*tc lime and iiTukcn equipment. Accident r<r-t- *unuld !* c;::piU-d every nmiuh and cumulative figure* can be i'jvfi ;<t Jc;t*t every three !:*/;ilh*. Thr-e acridcUl o*.*!* *hmld ix>1 <r1y J>c Studied f.v the plan; management. iiut fc "brought hume** V< otltcr im'Hi!*its of the *upervi.*"ry gr*.:ip. irieltnIi:t" the hireman. tnay U- advan*;u:e'U*1y r.mtpiled i*>r each tireman*> department- They -Icul.l |K e.nijuiv.-'l tr**m nemtli 1< neintb and ir-tn year t year. The c*ts fhuuM a:-*- !- vmpan-d with lh*e vari-m* dejunmtrilr. Unvreti plant?. Iniween C'Kiipanie*. n::d Iw-tweeii indn*'.rie*. Tin* wmna:i nay * made t take a'c'nW:tt cost* -crinusly liy inclndmi; such accident o *: * a- a;: element in ficurmg It is Imtuts or his salary. 1: slv mid !# eliarced a*.`::u:*t hi* ci.Mr*ilal*lr expciiM*. He should !* made t* explain all ll*** detail* : every a.-. tdeni which might lave ikrn rcriuiis. Cooperation .- By WALTER A. SCHAEFER' President. Casualty Underwriters Ass'n of New Jersey. Newark The >i*eakir di*c:i**ed many ph;>v* of the award* made tmder State C*mipcn>ati"U I .aw* an*.! outlined the dinieulties of insurance 'omijianies in this cmitectinL He ;'itued out in janiadar the Meady iturea*c\* in |*erccmagc of money payntous made t hi.itn'e'i nipP-yer* in {n-rsnaiinit jartial dt*abilhy ca*e*. Then* i*rTCentaye*. a* pfe*ented by him. were as iollows: calendar year, 57-1 l*er cent <; the whole. cahiMbr year, oj.o jrr rent of tin- whole. Xo lijiurr* were availaIile i*.r die jir-t *ix mouths **i lV.lt*. therefore, the next figures submitted were lor-- pi.vi-io.il p*ral year. > 4.1 it cent of win 4c. T'.'I-lv.lJ fiscal year. '4.0 per cent of whole. TIh* c1>ina iiarugrajdj* of hb |eij**T nay W quoted i |iart as follows: * u-!LJJy lenaifl* tun n:)y conraye and *r)f >aerj}ire Inrt it require* v.i'dom a? well, 1; stmts t* U- a lia-de instinri U- concerned only al"*tn |s,,Ts'nal needs and to dirim the shoulder.* a* to hroad i*<ucs requiring o.-o|nTati'in. ) nwrve] dial i:i a l-Usine** like the instiraiue luisiness there sh'-uUi l*e h little co- W'iilh.nt the eollertive leu-rjiiituitioii ,f rates our husittrs* conld not exist. !'-*`yond some **<.;*eratioi; in u;aktiu; up tin- rates we seem t stop ami revert to the secretive, jealon*. ion:;*etitive tnelh<4* * .ur laHiarian forefathers. The ratal feature . f tin- Kuhlur Secti-n >e*sioii> was a "O>un of Ituiutry** pre* . *vttti*<l hy the Akron I.'uUht er.up. and iliredeii he H. \V. Low. Safety Knuineer. Milhr lvuhi*r I'ro-hat- t o.. Akron. Ohio. Thi* was an inierestintr playlet dqiictins in dramatic i-.vtn :h* <:ir.-::iu-.t^:nx-* and jTf^-ress of an investipatiot) of an itihi*trial aerhhut. T1:*m- wh* t* 4: part it; the drama, a* outlined in tin? "cast of characters.** were as follow*: Plant Matiacer--If. W. Miller KiMer \*.. .\kron. Ohio. Kiuineer--.1. O. :.. India l ire \ KuliUr roinjiany. Safety Knuiuevr-- V.. 1 . ScUnetdvr. ll. L. <j**odrich c\nny^it'.y. horeman--.1. T. Kidney. 0dycar Tire &.* Ku1>1kt f*mi|>any. Wittu***--l!. I**, t rerpheide. (idvQr Tire & Kuhlirr lAunjiany. Tlti* t'laylet lm* already hern published in the January i*se of the KuIiIkt Seti"H X*-\v.*-i.etter: pie* may U- Imd on n>iuc>t. * .'MjnntXMliXT 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. ISailey. Chief Safety Agent. Oregon Short Line Railroad. First f'tVr-C/iflfrmtfn--C. K. Hill, General Safety Agent. N'ew York Central T.mes. Second J'icc-Ckairmar;--C. 1_ LaFouxtainf, General Safety SupvTvisoT. Great Xorthcm Railway. Secretary--1. C. Cavistojt. (XOTH: The iotlazidna fanes contain a rcidcnscd abstract of the records of fhe sessions of the Safety Section. AR.-1--Steam Railnwd Section, XSC. as published in full by the .dincn'ron Railu'ay .*l<cfo/Vuj in a booklet entitled. "Prareedinrjs of the 12th .-innttal Meetinti of the Safety Section, U'ashinittnu. P. C.. October 1 to 6. 1^32") TUESDAY MORNING SESSION October 4, 1932 The sessions of the Safety Section. American Railway A<socialion--Steam Railroad Section. National Safety Council, convened in the Hold Washington u-ith Clwirman C T. Hailey', Chief Safety Agent. Oregon Short Line Railroad. Salt lafce City. Utah, presiding. The invocation was given by L. G. Hemley. Giesaiwakc X* 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 finds pleasure in reporting tiiat much satisfactory progress has been made in the direction of co-ordinating tltc work of both sections with the view of avoiding duplication of effort and expense and to the end that the cause of safety might be advanced. Die first annual meeting of the Steam Railroad Section. National Safety Council, was held in Philadelphia in October, 1915, while the Saicty Section of the American Railway Association held Hs first special session m Boston in September, 1921. Both of these sections lave been functioning projierly 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 hdd m Chicago at which there were present members of the committee on relations and officers of both sections. At this meeting 406 Twenty-first Congress--National Safety Council ft v*> derided t*i recommend the jiropofcd merger tu executive officers of the Ameri can Kailway A>>oriatt`t and tlte National Safety Council, lioth of which lave ap proved the prcdure. the aettinttanre of which must necessarily depend upon the rc<uhs ohuitic*} and suhfcfjumt safety ccmditions. It is fully recognized hy l<:h sections that there is a liroad and fertile held in which each one can carry on its 1at>ors. Tliete is also tin* realization that safety on the railroads is essentially the problem of railroad men. On the other hand, steam carriers art so cherly identified with the public tliat titty can, to fine advantage, avail themselves *i such facilities as arc offered by the National Safety Council toward securing mural active supjmrt in matters ui public safety. Thus, this merting. Jit-Id at ihe same time and place with the National Safety Council, is strongly indicative t the work nf vnur Relations Conimittee. It is lieiirvcd further things will lie arcompliflted m lirmtrinc al*rtrt co-ordination **i effort in these and all other organization* luring as their aim tin- advancement of safety for the lienrfit of mankind. "Joining Hands" !*.,ll*wcns Mr. Sc**:t`- rrjrt. the cer*mtfty of **j*tii5ng liatnls'* was carried 'ut. tiring juniciiutetl in hv representative officers of the Steam Railroad Section. National Safety Council, and oi the Safety Section. American Railway Association. The National Safety Council was represented by George H. Warfel. Assistant to the Vice-President. L'nton Pacific System. General Chairman of the Steam Railroad Section. and the Safety Section by C. T. Hailey. Chief Safety Agent. Oregon Short I.inr Railroad. Chairman of the Safety Section. American Railway Association. Mr. Warfel said tn part: My friends. I U-lfeve it if entirely fitting that we should Iwgin these x>sion. together with a ceremony of "joining bands.** It is significant of a wedding ecrcni.tfi.v. although I um*t confess that I have not brought a ring with me. However. I do not know tliat wc amid lie any more firmly married by any ring pre>cntation or any other formality that might W gone through with. I warn to assure you. on IiehaK of one of tlte high contracting parties, tliat 1 do here and n*w jiromisc on behalf of the organization tltat ) re/rrrsmt. to honoT. love and cherish the jurtnrr tlut we have taken, am! 1 assume tliat the {tanner is willing to make tlie same pledge, to tih* end tlat togethtr wc may accomplish more, may do what all who leant up for a life purpose seek tn accomplish. to nuke the world licttcr f;rr tltetr having Iktii in it. to. by example, by precept and by mutual encouragement, accomplish rurv than cither of tic c'mld rvrr accomplish ajart. And so. *n l*ehalf of the National .Safety Council. I am glad to here formally ratify the merging of tlie Steam Railroad Section of the National Safety Council and the Safety Section of the American Railway Association. Mr. Itatley then said in part: Mr. Wan'd has expressed tlte sentiments of one of the high contracting jarties to this agreement. I ac'inicsrc tliorougbly in the semiimuts hv expressed. 1 feel tliat this consolidation is a step tn the direction tlut we have all Iki-ti .striving for during a nmufier of years. I feel that the aecomplislmicnts of thi consolidated safety effort on tlie part of American Railway safety workers will Ik- far reaching. It has ojened a vast field inr our endeavors and I feel that when we have accej*tcd these resjionsiWIitfes. tlie objects tvr attain through oar ac tivities will Ik* more tar reaching than ever. The Chairman's Annual Report Chairman C. T. Dailey tlwri gave his annual rrt*rt of tlie activities of the Section luring the past year. This was largely a catalog tit the various standing committees, with a resume of their activities, all firing mentioned and commended highly. In jiarifeular. Mr. llailtv had the following to say oi the sustained every-year safety program the railroads have been following: **A resohttion was adopted in Salt hake City early in 1924. calling tor a redaction Safc/v Section, A.R.A.--Steam Railroad Section, ACS'.C. *107 of at least 35 Jr cent in accidents by the end oi 1'iJO- The general reaction to this endeavor was gratifying. The goal set lias Ixrn nio.*e 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-the-year--every year--safety program has lieen carry ing on with the slogan 33 by *33. Gratifying progress has been made by all Gass I railroads in the campaign of reducing the frequency* of casualties on American railroads 33 j>er cent by 1933. In tact, tlte frequency of returnable injuries to tlte l. C. C. for employees on duty jcr million man-hours in 1931 was 19/4 per ccm less titan in 1930. and the same pro{Hirtiunate decrease is apparent for the first six months of 1933. In 1933. there occurred on Gass'I carriers of this country 50.89 jKT-onal injuries to employees on duty reportable to the 1. C. C per 1.000,0(10 man-jumrs worked. In 1931. ibis had l*eeu reduced to 7.51 per 1.000,000 man-hours worked. a total reduction of 75.6^ |r cent. These accomplishments in reduction oi icrsonaI injuries are the result of the jdl-tlw-jcaT-rvcTY-ycar-safety program.** 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 tliat the saicty objectives of the railroads divide themselves quite naturally into two pan*. The first wc might term the internal objective, and the second, the external or public objective. Let vs consider the co-oj>erative objectives of the National Safety Council and the railroads in terms of tlie first, or internal problem. Long before the days of tlte airplane and the automobile, the railroad industry and the public at Urge both recognized the absolute necessity for safety in railroad operation. This was attested by the regulatory measures imposed by both Federal and State Legislatures. Almost every conceivable kind nf legislation was created at one time or another to protect passengers using rail transportation. There was little thought oi public obligations and the problem was <me which rested entirely upon the shoulders of railroad management. The public demanded that railroad operations lie made safe and secure, not, it is true, from the standpoint of the rail road employee, but rather fur tlie benefit of railnad users. The first step in the erolutian of railroad safety then was. an engineering develop ment working toward the elimination of physical hazard*. This was billowed by the establishment of physical and mental standards requiring railroad employees hold ing responsible positions to prove their cajahilily before they were placed bcliind the tltrottle or in any other place where their judgment was required to protect lives and property. Still the pressure which brought these regulations into effect emanated from a point of view focused on tlc protection ot everything hm the employee's life and limb. Perhaps no otlier industry can *> easily prov< (lie currehtim that exists between safety and efficiency of Gyration as the railroads. Human tircakdown meant disaster to tlie railroad and it is most interesting to observe the paradox that existed at one time in the earlier history* when everything ]possible was being done to insure safety of operation for the sake ot efficiency and economy while at the same moment railroading as an occupation was classed as extremely hazardous. The National Safety Council has played an bon.rabJe and important part in this fiue work. The early organization oi the Council's Steam Railroad Section lirought together for the first time tlie interests of the railroad safety turn. Through the Steam Railroad Section, which has always been one of the largest and most active groups within the Council organization, tliere has lx*en developed concentrated in formation having to do with the prevention of accidents peculiar to railroad opera- 408 Turnty-first Congress--.Vottonal Safety Council lions. Thrt.ugh it* News-LeUer- and its various emmufttces ft has functioned as a sjttializcd clearing Imun-. yet ii lias had at its disjiosal the machinery and facilities of a much larger organization devoted entirely to saiety. The National Saiety Council has gathered the rx;*Ttvnn- "t employers in alt industries ior 20 years and in this tunc has gatltcrrd together a mass oi information on accident prevention methods which will jr*kiMy never l*e duplicated anywhere. The Steam Railroad Section ha- had acce?s to and has hrlja-d to accumulate this erqtericncc which iumislic* the tackgrmuiri i.ir tin.* comprehensive and practical service ijr management. I ho]*c ] may m-t l*c accused .{ digrrs-itu: from my subject it I ask your in dulgence to -ketch lustily a irw i the tine >crvice- the Steam Railroad Section nitiu!*ers receive. The prodijitiou ami *:i-tribxxtiun .f the o National Saury t ouncil saiety jmsters every tihmth i> a h:i-in*-ii hi ilM-li. It requires a riiuiii study oi accident producing lozards. it requires a thorough understanding ot advertising art and a cream rtu>- and .ildlity to expu-- idea-. It would interest tlSe oi you who ltave itot had intimate cMitart with the Council to know that every |stcr. just as every oiIkt |nl.i}eauiii. j- ini uuide ready ior <listrikuiinii until practical ojcrating men haw given their final judgment and approval. Rut the ability to provide there listers tT educational work among employees would jv* in it-vlt jnsttiy the faith. confidence and suiq**rt of tlviusands of Council tiietul*ers. Itt mv estimation one of ilte finest services rendered hv the Council is that ! the Indu-iriat Ivneirteernig I which correlates the activities ot the scrti*ei<. continuously <u|ervises and carries on research jirojccts. and furthers the om-tanl iuirrcliaugr of idea? among all tin* nieittlTS. An average, even in these quiet lime*. ot ?IK* inquiries each month, asking ior lttlp <ti individual specific safety problem*. into the t headquarters. and in spite oi llic tremendous amount of data 0:1 liattd natty t.f them require >pt*ciaf and detailed work to ferret nut the an-wer. Snuetnue-. ut oi titese many inquiries, there comes to light a constantly recurring problem which requires thorough scientific research oi jicrmanent and cndttrittg value. Yuj men who have the jirivifcgc of Council membership and do not use this tine :i-uUing service are mining an npjHirtunity to capitalize on the dearly acquired knowledge of someone else. Conversely. you men wlm liavc solved a diffi cult pr<<Metn and have tiot made it available to the Cncmctl arid thousands of members should ieel guilty of m-glm. We sltould always rememlnT tlwt safety is a Iranian lrohlvi and vxivrimvmtkli*n in methods v\ preventing accftWnts is often measured in terms life destruction. Most of y.iu already know of the splendid work ver a jterind of many years in the development of safe practices pamphlets and ot their reference value to every safety man. 1 can -ny advisedly that nr* other organization could possibly gather the data repre-entrd t" thr-r lamphlets nor could the same practical and intelligent help l*e olitained *n a voluntary lasts hv outside authority in their rompflation. A nK>st di-tre>sing and discouraging aspect of the Cotmcirs membership problem is lodged in the attitude oi many oi the members themselves. This is hv way of saying that the Council has to ?icnd much of its energy educating members in the extent ami use of its service to which they are entitled I earnestly appeal to yon metnltcrs to make an annual review of the Council's service. It would he an ideal orodhion if all the members oi all oi the Sections used every service to its maximum and ft would ! interesting to str the results in terms of accident prevention. A real understanding ! the Council's membership service is the first essential in the develop ment of ;hv program designed to get maximum licnefit from tlie small investment required. A phase iff this strange attitude developed a short time ago when the president oi <me of tlie large railroads authorized the withdrawal ot its membership from the Council. The iwcsident said. **\Ve were iorred to withdraw all our contributions.'* For >omr ptculiar reason, no one had ever taken the trouble to explain to this tail- Safely Section. A.R.A.--Steam Railroad Section. XS.C 409 road president whai tlie actual service oi the Council was. ami although he knru* oi the Council's work in a general way. lie had no conception oi its comprehensive activities. When nncrjiretcd to him. he unhesitatingly renewed the service and incidentally gave rather tainted orders that tlie material available should !c used to tlie limit. Let nu* remind you that one of the objectives i the Gitmcir* Steam Railroad Section is to give to y*n nun the very tast tools which <*<*-<qpvrativr action can create fi#r the prosecution *>f your safety program aiming your employees. 1 most not |a>s irujn this discussion oi the Cnmicil's tart in your internal saiity problems wfthotn niemioning the Railroad Employees National Safety Contest started fire years ago and set up for the pun>osc oi famishing comjwtiiive incentives to reach the goal you. yiur>elvef. set in 1^23. As I study ihe Green Ibmks tlxat ltave been used. I ran readily understand why this cnitest with its attendant pulilieity lias aroused the interest of railroad executives throughout the country. On numerous /<caskm> 5 hat'e Itcard radroiid executives express tln-ir det*| interest in these annual conicsts and their appreciation for life incentive to increased effort in accident pre vention i*on>orcd lv the awards. Now we |a%s to nur mtiiul eco|ter:utvc hiective--1the public or external saiety pndilem. ;*rt a purely rotumrrcutl standitoim. saiety is twrlvip- tltv Inssest selling t`tnt the railroad imhistn* has in its ap|>cal to tin* public. However, it is not only in the ti** of railroad trasC|>ortatbi MTviee that thr tuxblie i* nmTetvd in safety. N*i -o many years ago there was no surh thing as a grath- cr.*ssinc priddiTi k in the hor.---atid-liitggy L*iy> the railroad could add horse -rose to what was lacking in human sense ior the protection ot road users. Nmv we witness tltc sjwctarle of al>trt oik* m of every five jkt--ms acting as his own -ngro*-cr and driving a power ful ntarhinc over paved highways at trtrifir speed and snhject to no other cmurol than his vvn seme, whidi i< largely lacking. Tltcre is liitiv rvcognitimi am*mg individual automobile owners and rq<rators of the principles '* mutnal responsibility in the prevention of traffic accidents. When the motorist is made to accept Iris stare oi res|*onsihtlity he will also he willing to arcrjit his share of cost as a taxpayer in huilding tihysica! safeguards, htti. contradictory as the statement may senn. when this day mmes it will probably fe unnecessary to build these physical safeguards. Tlie pertinott question before tint men and het'ore your industry is. "Who is going to get the idea of mutual res|onsbi!fty across to the pitMic:*' There are niiincroa.s rntnplrxiiws and invtilvemnns m this Even a Mqierficial nnalysif of this prob lem would indicate tlie need for an arbiter or at least an interpreter of the points of view held by the ratlrnads and tl>e lay public. After all. the real question is not. "Who is to blame fin* crossing accidents or any other type oi accident involving the railroadhut rather. "Hmv can they lc prevented?'* T!t is out o'-operative objective. To Teach ft. however, may 1 say again, we must have an understanding of our mutual res|>oii<ilrilities. You will agree that it i< difficult in human relationships to convince a man that lie should pay for some thing for whiefi lie thinks you arc responsible. Tltc grade crossing is the most popular example. The imaginatirr.i of tlie public is easily caught hy tltc demagogue wlw Itelicves he can advance his inrsonal pntnilarity hy selling a grade crossing scfiararion project to the pulilic at the cost oi the railroad. The railroads, on the oilier land, fed tliey have much to supi*ort their rontention that the expense of a tremendous engineering firoject sltould he at least shared hy the public wlm demand ft. The reasoning reaches an impasse. There has been developed a public hahit created through the years that railroads should pay for all improvements looking toward ojerating saiety and hacked hy the common belief that inasmuch as the rail roads created the grade crossing problem, they should 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 lie ahlr to convince the other and 410 Tu't'utx-prsi Coiuffcss--Xational Safety Council it is probable that seme unbiased influence must come into the picture to bring the opposite (>oinU of view into iocus. Court decisions, whomever they may favor, leave m i/trjr wake a string of resentment. The National Safetj' Council has the confidence of tits imblic and it is hoped the Council has tlte confidence of the railroad industry, also. Safety must be made reaveuble and interpreted as such. Through a process of education the public must loro to >hare Te$irmsibftity. Let me terrand you that the Council as a non-partisan influence has done more than any otltcr agency to bring about a national consciousness -{ the safety problem and all of its aspects and ramifications. Ixt jnc remind you specifically oi a feu* of the Council's irablic safety activities which influence tlc public attitude toward safety. Every daily neuspajKrr in the I'nited Slates is readied regularly by the Council with special publicity releases. More than 12,000 copies of Safety Education magazine with Lesson Outlines are distributed monthly in our primary school systems, influencing the actions of little children for safety. Hundreds oi civic organizations liave directly affiliated with the Council ami are taking leadership pans in ilteir conumnutWs. (or public, street and home safety. The Council has given active and stronc support to the National Conference on Street and Highway Safety and is energetically ami increasingly encouraging the enactment of legislation like the Drivers' L?ren>c law which forces the individual to accept responsibility when driving the public highway.-. More imiortant, perhaj*s. llun all oi the specific activities 1 could name that now* tax the Council's resources and leadership, is the stark fan tliat tlic Council is known m-t to have any economic interest whatever to activate its pka for acculent prevention. It stands as a monument to co^'peratiim. nnsetlish. idealistic efforts to iT**-rrvc *ut greatest national asset, which is human the. It i* on this i*nndat,n that ft ha* won respect ami confidence. Safety Today By THOMAS H. CARROW Superintendent of Safety, Pennsylvania Railroad, Philadelphia The -le aker >aid in jan: Safety today is an jk'rating natter tlut require.* tle same analytical, thoiigmiiii attentem tlm every other oj?rating matter requires, am! the swcv>* of any railroad, any division or department oi a railroad in safety. will lie proportionate to the constructive attention given it. I`ri*r to ten years ago. the ?<'-called safety movement consisted almost exclusively o; propaganda. )vr>uaton and e\*angvlical ap|>eal. -\s the subject dei'clojfcrd. our knowledge increased and we s**on ionnd that safety lad to le treated exactly Hke any other unjuirtant problem. Every aspect of it had to l>c analyzed and a con clusion reached exactly like you would in an engineering jtroblcm. Tile first step in safety, then, was the acquisition of knowledge. The >rcmd step was developing wys and means of inqartmg the knowledge: aim the third ami last and the nsi important step oi all was t. induce tltr action tlut the knowledge ougltt to cause {icople to take but which jiropk- do mu take tmress tliey are obliged to take it. Instead of sin-akitie of reductions in accidents, in the future the average railroad officer is going to ask hu ojKTatmc officials. **Hmv iar short are we from the best record ft is possible to make?" Not whether you have made a reduction of 50 or 75 or fib or 90 ]>er cent, but liow jioor is vour ]eriirnance today: Nol how p.iod is h. Inn how much further mnn you co leiore your jieriormance is arceptahle to the management of this railroad? last year 621 employees oi tlie American Railroad* were killed and 21.417 were injured. The total casualty rate was 7JO; that is to say. to remember it easily. 7l< jier million man-hours. Compared with 1923. the reduction is 75 per cent. ?.ct u see how these aecfdrms are distributed amrnis departments. In the main- Safety Section. A.K.A.--Steam Hailroad Section, N.S.C. 411 tenance oi way dqartmein we arc having approximately 5,200 casualties per year, winch makes up 24 per can of att the eraployec accidents m tlie railroads, lu the maintenance of equipment department we find approxinutdy the same number of injuries, that is to say specifically 43 |*t cent, and their casualty rate is roughly 7 per minion man "hours: the reduction since 1923 is 86 per cent, an almost unbelievable figure. There were 2,200 casualties to trausiHiriatiim employees last tear, mostly station laborers, freight handlers and other outside platform men. It is interesting to note the variation in rates among the various railroads. In the maintenance oi way departments the variation ranges all the way irom 2 to 15. In the maintenance oi equipment departments the rate ranges irom 2 tn 10. The variation in the rate m the train service on tl* railroads ranged from 4 to 20. In a list of 14 railroads in Class A. the road that occupies the toj of the list has a rate of less than 2 per mill*m man hours while the mie at tlte h>tt<ni >{ the list is more than 12 \Vltat may we expect the employer casualty raw to he ior the year mrinig lVeern- her 31. 1939? I am prepared to say that it ought to lie lr>s tln 4 casualties jrr million man hours; it is now 7`2. This is predicated uikui several propositions. I'ifst. nearly all accidents arc pre ventable. The second pnitK>sitfun is that half of all road* arc now w<<r-c than the average and it will lc comparatively easy to twister them up to as g*od as or better than the average. 77n* third proposition is that a number of roads regularly make rates less than 3. Tim is a very impressive thing that tliere are several milpiads that haven't gone over 3 in this country in the last two or three years. The fourth proposition is that H pays from every slandjimnt to have a good accident record. Any management <*f a railroad that c*msider> these tour pr pnt the machinery' fti motion to achieve desired results. will certainly Singularly enough, the jiercemagc nf reduction tlut is required to achieve a rate oi fraiT employee casualties |er million nian-h'*urs will not )* n- great a it was to achieve the present one as eranparnl with 192k Address By R. H. AISHTON Prerident. The American Railway Association The *|icaker said m jiart: I watched your ceremony of "joining hands" this morn ing with a great deal of interest. I feel flat this action that lias Ixxn taken during the ]iasl year, and which you have consummated and scaled t>dav. offers the of great returns in wfiat you are all striving tor, and by vour unity of rwort trill, 1 know, bring afHiul greater safety to tlte imblic. All 1 can say is. don't let little things interfere with this great oiqicrrtunity. I ierl that from this union you lave raluicd and agreed upon wall conic great things ior the attainment oi which both organizations lave been striving. You both lave accomplished great tilings. Toiled you will accomplish greater things. The obligation of the railroads has always lievti to funtisli adcqtatc. safe, and efficient service, and combined service. Railroads, like no oilier industry, are rigidly regulated, but the crucible of science, regardless of regulation add all that kind of thing, lias shown to railroad management* that safe railroading is good rafiroaditig. On behalf of the railway executives oi this country (1 am authorized to speak for them). I want to again extend my sincere and their sinrerc and hearty congratu lations on ilrc work that has been accomplished and the plans for the future for the ___ , , . . :-- muuK me mu iowara voitr goal nt complrtt ireetlom irom accidents. The iHltmay at all times haf hem Meet, and for three year! Jart. three hitter yearj. it has also Item narrmv and dark--narrnn- Itecause 412 Ttfenty-first Congress--National Safety Council m the stress of economy it has hern necessary drastically to restrict all expenditures, and dark because the economic depression kept our backs and shoulders flowed to the rturm which has raped around u--but during all this stress, you gentlemen of the Safety Section have carried thr banners of safety and safety first flying, and your shock have lutn sup]Kirtsnp and defending tliem and there has been no !ei-up. While tltcre liavc Urn lct-uj>? in other directions, there has hern no !et*up in this safety movement. even with your depleted forces. N>iw. a- wc approach the crest f the hill, the slogan "33 hy 'J.T* floats down to ur oars from the tlir.ai* oi thousands whose lives have liecn spared by the drive for si/ciy. J mt the light iTmvinc clearer altcad and as wc lift our heads and throw hark .ur shoulders. I see a smoother, broader. lighter pathway with more moderate slope stretching away to the green mcadmvs above. The storm clouds are breaking, thr warm ray# of the mwi are gradually coming throuch: doubt and despair are nearing their end. TUESDAY AFTERNOON SESSION October A, 1932 Report of Committee on Prevention of Highway Crossing Accidents By H. A. ROWE Manager, Claims Department, Delaware, Lackawanna & Western Railroad. New York City The j-jn-akiT >aid it* part: Thr r.jminitiee is again gratified u 1* able t.-> announce a r.irtiuT mkivttuii oi grade crM-smu accidents, tiitaffties. and mjurio in I'1.it as emr.pared with P*.Vi. Tim* \w luve lul litter consecutive years of progress in the curbing nf vr*?>inv vr.i>itr*. die records 1icing as follows: J3J. total accidents -4.100. killed l.Kil. injured J.*!?": l,,5n_ accidents 4.653. killed 2.0J0. injured 5.517: and in |'ij*> :iTr v/a- a slight miurtion. The year 1928 was the jwak vc?r in railroad eri ksiuc fatalities. sinre which time tlje rnlnction of such fatalities lias lieen 757 per year, the 1931 record being hut one :n**re killni titan m 1922. when the eareiul crossing campaign was inaugurated. The .m-t:;ndmy accomplishment oi erasing accident reductinn can lie fiettcr grasped wiien we <tie that nviwr vehicle fatalities on streets and highways in 1922 were l3/7* hut in 1951 there was an increase of 18.913 deaths or 130 j>er cent. During llii* *auie lb-year ]*erind there was an increase of Imt "nr deatli at railroad crossings. A vert* imjKirtant feature of the committee work has liecn the careful crossing campaign which lias continued t" mli*i the intere#! and cooperation of many organi zations and the general public. Tin* lias liven fiirtherrd by general publicity, the regular j**tiTS initiated tor this.special campaign and other literature. 1 luring the past year tiu* National Safety Council has liccn active in its educational campaign ir the |irevcnii<n oi accidents, and m its May, 1932. issue of tlic Xattonal Safety Xrzrs coturfbmed a most useful and ffluminatmg frontispiece. The crossing avrident situation was stressed in the same issue of the Xncx. and in many other respects the Xathnal 5afty Council las shown deep interest in cooperating in the prevention of missing accidents. Opportunity is pre*cntcd for a fuller enjoyment of the facilities offered hy the 41 Community Safety Councils associated with the National Safety Council. Collec tively. 30 Councils reach 8O8.0H0 school children through 3.141 meetings. Railroad safety ret>resmtatives. cnojieratiug with such local Councils, have an excellent oppor tunity *.f extending the pnspcl of careful crossing over railroads. These Councils hold vast numbers of other meetings and fhovld be regarded as fertile soil. Safety Section, AJiul.--Steam Railroad Section, MS.C. 413 On May 16,1932, the Committee put into effect a check of various railroad cross ings throughout the nation, to determine the character of the traffic over such crossings, both train and vehicular, to note the performance oi duty by railroad employees, and the care or lack of care exercised by vehicle drivers. The survey was made by fib railroads in 47 states ior an 6-hour period at 302 crossings, at which all types oi protection were represented, including the triple standard cross-buck signs. While the survey was in progress, 4,394 trains and 330,434 motor vdiicles passed by. Oi the drivers thus under observation, 75 per cent exercised reasonable care; 13 per cent were classed as definitely reckless and 12 ir cent were on the border line between care and lack oi care. Seventy instance* were noted in which motor car drivers liad particularly narrow escapes irum injury. There were 143 instances 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 661 such movements the warning by bell was adequate. Allowances were made where the crossing signals were omitted because of municipal ordinances. A number of tnctanrv* were iound where the 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 in the safety movement, especially on the railroads. In an address I gave the other night, 1 said 1 was very glad tltat 1 had graduated ironi tl university of hard knocks, that 1 had come up through all kinds of hardship, and that by dioice I had entered several years ago an occupation that was considered the must liazardous of occupations, but an occupation which has been removed from that hazardous class and lias become one oi the leading nerahazardous occujatians in the country today. 1 warn to congratulate the safety first men an Uicse railroads on the wonderful work tliry liave done m educating the railroad employees as to the value of safety. I know all railroad men are grateful for Utc interest tltat has been takcu by the management themselves. You liave done a wonderful work for the protection not only of the railroad em ployees but ior the protection of the public. The public, 1 am quite sure, owes you very much for wiiat you have tried to do to cut down accidents, which are not only expensive but dangerous both to the public and to employees, and your movement ior the education of both railroad employees and the public at large, through this safety movement, lias been a wonderful success. I fiojic you reduce accidents until we don't have any. But the accidents at grade crossings, of course, are not wholly the iauh oi railroads and employees. This great public that is competing with you railroad men if sometime# at fault. You arc doing, however, a wonderful job and 1 hope you will meet with the same success in Uic future that you have in the past. The Railroad Trespass Evil By H. L. DENTON General Superintendent of Police, Baltimore & Ohio Railroad The |icaker said in part: This problem is one of grave concern to tire railroad police officer, and one which is constantly requiring his attention. During the past lew year# there has been a very large increase in the number of adult trespassers. 414 Twcnl\-prst Congress--Rational Safety Council due t-* fiiitTal businr?> c`*uditirti?. Many of tlwse trespassers are pood citizens who are going from *<nc community to another seeking employment. I'eoplc us a whole d<< ij.*t ?rc tlr railroad tresiciss situation from tlic standpoint tliat those of us who arc interested in safetv do. Thev fee no harm in a man petting ride <r\ a freight train tV.m r.t >*oim to attotlwr. feeling tivat the railroad has lost nothin:: through ?ticb e< <nOtict. Ti-v do **j1 wem to realise that tlie railroads* jrincijtal thought in c}m:rtia:h*c the tre?parr is iron) a saiety siamljiumt. and I believe that this C'cirliti'iTj i.< nly prevalent among the public who are non-railroaders. Inn it is <ihc prevalent uitvnig tin- rank ami file of railroad employee*. There is also a rtuhYi"tf*. hazard. kim*-v-r. as we know from cxjwrriencc. Tlw average illegal ttain rider i- ni familiar with railroad safety devices, and lie place? hiin-clt in jt?}ard.v continually wlen he is n a tram. We have liad many in;u7H> t- m*-p*.n?vf>. >**.w nt them fatal, due solely to the iact that they do not know wfiat i' a >a:V practice ami what :? not a safe practice around the freipltt train. They ridr mi *>t !*-*\ car-, are injured by coming in contact with orerbead struc ture*. and they attempt t* pet m and off trains when tliey are moving too last. Tlw adult is much harder to reach in nutters of this sort than the juvenile. 1 Iwlievc that tve have had >*me success on tlw Hall in)ore and Ohio, as tar as the juvenile is concerned. Tlw opportunity to reach him is somewhat different. It is ncr l*dicr when a child is found m our right of way jo secure his name and address and the name <>r r.vwd>er of the sfUmil that he attends. H tlw child lives within a rea-onable d:?m*r t tlw railroad, the officer is instructed to take him home and to advise hi? parents tfuit !w lu- Iren found on railroad projcrty and tle dancer of such tr**?iia?inp. Thr vi>it oi the officer to tle home is iollowrd up by a letter iron: the Division Head to the parent*. and this letter not only gives tlw facts about tlw ires;us?mp. hut explains in <ime detail the danger which the child has incurred hy tiring atnns the tracks on thr right-of-way. Tlw letter also asks for the co-operation of the fiarmts in keeping the child off of railroad property, and encloses to tlw parents some literature that will help to impress tifton the mtnd *n tlw boy wliat might hatqtcu to him on hu*y railroad proju-rty. AfMhrr oimmunicaii<m is addressed to the priueija! thr '-di'-'l whid) die child attends, advising th-i principal of tiie fact that the child ka Uni found trespas-mp on railroad prujieny and requesting his cooperation also, in explaining to tlw child tlw danger of such jirnctiee. Wc find that citntniit:icati*ms addressed to the prnicijial* of schools arc acted U)on very favorably. Tlw principal calls the child who offends to his office and endeavors t' smpre** upon tun: tlw danger that he places himself m u-hen playing around the railroad. Quite trrqumtiy. also. the i*arents of children are pleased to hear irom us and o express thnuselves. We have lad many letters from such parents m which they thatikil u- sincerely f.*r <mr efforts to keep the boy out of danger and have de-cr*U-d their Unite methods oi di*ctplme and instruction. Uniformity in Defining and Reporting Accidents By DR. M. 0. LORENZ Director. Bureau of Statistics. Interstate Commerce Commission. Washington. D. C. The -jwaker said in |urt: Wc have a lx>ok of rales ior retiming steam railway uv` i`le-.uf which lias lwen in force since 1922, and. generally shaking, wc have a uniform observance of those rules among all railways. The only question is as to the degree oi variation in applying the rules in certain details to the officers oi the various reporting companies. As to fatalities. 1 think we Itavr practically complete tmiumnity and reliability. The Claims Department niay handle inore <kath claim? than tlw number of fatalities reported to the Interstate I'onmwrci- t*omm:>?in. l*ut wlien accotml is taken ui the number oi persons dying Safety Section, A.K.A.--Sicam Railroad Section, A<S.C. 415 after 24 hours following injury, these Iwittg reported to ns jwparaiely as "subsequent fatalities " and oi the cases not arising irotu the operation nt a rail*ay and Itencc not reportable, i| probably will lie fotmd dial wc arc getting complete reports of fatal railway accidents on a uniform basis from railways in the United States. Hot it is pot so clear in the matter oi injuries. The interpretation of the thrcc-day rale i> not uniform, ft is true, we have issued instructions regarding thr jirecise way in which the counting of the i-days shall begin and end. That is not where tfie primary difficulty lies. It is in the variation in practice in getting people hack to work promptly and in the interpretation of the jdirase "sufficient to incapacitate him from peritmjjjng his ordinary duties ior morr than three days.** In our interpretation of doubtful cases, wc liave regarded some instances as not re|^rtah!e where ttw victim was able to follow his tegular occw|iatirm within tinre days but with the assignment oi somewhat lighter duties. Possibly we should make h clearer that wc mean that the employee should he able to go through the same kind oi nunions that were performed prior to the accident !w that particular emphwee. Tins would take some flexibility out of the rule and lead to greater uniformity. Where a man's assignment on his return to work is changed for other reasons titan lus physical rondhiofl. the tltliTminalkm oi reportalolity tcould. of course, de/wnd on the doctor's opinion as to whether he couid reasonably have been assigned to the previous activity. U is true, if all railways are doing this to an equal rlegrec. there would be a lack ui 'imformity not among roads, hot merely as between the totals for presort and pa?t years. But jirobabiy this incemivc to restrict rqmrts to a minimum has not affected all roads to an equal degree because some management* arc doubtless more enthusiastic about safety contests than others, litis disturbing factor in our statistics will in the end prove beneficial in leading to more exact study of what should he a rrj-ortable accident. The lack of comparability m llrc annual totals for various years will be temporary and will come to an end wltcn all rnails have gone as far as they can or want to go in getting people hack to work promptly. I do not trtsh to Ik* misandeTstood m inferring that the marked reduction in injuries shown by the statistic? in Tecent yrars is all a fiction. On the contrary, there has U*cn a striking improvement, as shown by the fatal accident rate which I consider accurate. The tltimhrr nl rmn!nvr<*c I-iTImI >----- ---- -1-------- priqiortion to tlie decline in employment, for the reduction from .W8 to 2t2 can hardly all be due to safety efforts in .two years. Other factors to consider in interpreting the decline in the ratio of injured to killed are. <T) tlut better surgical care tends to present trivial injuries from becom ing -erinu? enough to f<r reported, and (2) that in recent years the intensive work on safety in shops, where fatalhies are relatively few. would tend to reduee injuries mrre than tatalities in the grand total tor alf employees. From 1888 to 1924 there was a tendency for the ratio of injuries to tatalities to increase. It was ajiproximatcly 10 to 1 in 1R88. K in 1900. 28 in 1910. 58 in 1920. and 81 in 1924. Tlie 3-day rule was not diangcd in that period. Possibly the explanation is that the pre ponderant safety effort to prevent casualties in connection with train and car movemem> reduced the deaths more than the injuries in the grand total for all employees. <jnrc injuries are relatively fewer in such accidents. Also, injuries may have been incompletely reported before 1915. Whatever the relative importance of these various factors may he in affecting the comparability of the total casualty rate m railway accident statistics from year to year. I think wc are getting more nearly accurate report* than ever before liecause of the close attention that is given to what is a reportable accident. I know that safety umrtals arc earnestly seeking the facts and I think thev- will accept the responsibility oi putting vmibwmity and reliability oi the report* above suspicion. 411. /tiVi;?L'oni/ress--National Safety Council Safety--Its Application to the Individual By n. F. STEVENS General Superintendent oi Transportation. Baltimore & Ohio Railroad Tfic >j*iak.T said its {art: The cxjericnce gathered from 25 years of railroad tv-.rk lias enabled me t.. clussiiy tlte railroad worker in his relation to safety into three In the hi>t r\u*> 1 might plate the employee who is inherently saie under any condition oi romine service: second, the employee who has convinced him self tlu: safety is a tine thin? :r every one else. but tlat he himself dues not need h: awl third, tlte vmph.ycv whose attitwie if almost ojtcnly antagonistic and who is generally a fatalist. Men who may be classified a# sale under any condition of routine service are usually diaractcrizcd tiy loyalty, dependability and stability. I would say their home live? ate usually such tfut they tin not carry with them to their work any mental conditions tliat might aggravate <ir disturb them as they perform their duties, and as a result they can think clearly. They are the jieoplc who do not liccomc easily exdird: Uvau^e their nrrvr> are in g*xl >haje. and they are able to face any situa tion tlut normally arise* with clear thinking. 1 lidtevc that 90 per cent oi the railmad cutvc tmdrr thif cte*sifieaiion* The second class, tlm-c who feel that the safety work is for others but that they themselves do not tiwl it. scent to ntr to constitute the biggest problem we have. Tlirv Itave afn>ut convinced themselves that they are superior to anything occurring to them, and refuse to give safety much thought. Generally speaking, employee# of thi rla>* ar<- unable to distincuish lietween the things that are safe and tlte things tliat are not safe. 1 Itave noticed me thing that is generally common with all. Their views ott safety are <m a parity with their views of other things. They seem to get alone all right ranil something liajijuus and then tliey are usually helpless. Tins class **i worker can -n1y lie converted lv the umirhtg constant efforts ni those who suicrei.4e his activUie*.. Pcrliap# as an instrument to aid tlte safety campaigner can use the other ntcmU-rs of tlie crews or gangs with whom they work, to constantly keep driving at them ami break down their resistance to unsafe practice#. These employees must lw educated to differentiate between the sate and tlie unsafe. Then we cotnr to the third class. whom I lave mentally classified a# the fatalists r antagonistic to safety measures. These people constitute a problem all to itself, an<l in dealing with them tltcrc are 'n1y two at-enuc* open, namely, intensive and lcr>iteni training, or dismissal. I have not vet convinced myself tliat any large fKTcmtaur of them are stt?cc]itihle at all to the first cure, and I have censored myself inmi time to time fur not Itavmg dismissed more employees of this type, liecanse in a nurnlwr ot case* 1 have later come to see them killed or injured tn the service, due solely to their own actin>. Of citir#e. the thing that i# still worse about this type of jicrs'in is tliat lircause of his actions he not only subjects himself to the possibility of injury nr death, hut involves other# as well. 2 iwii to see in this <-}.?# ot people certain distinguishing characteristics. Generally (lie man ivt only serf red m relation to safety matters, but his thoughts are along the same line in oilier matter*. Frequently he is a nervous, fretful individual, with in many cases not a pvd home condition, and m most cases with his private habits n* A any too pood. With ;r!iap# very few exception*, the safety question finds ready response from the employee company, tlir lab*ir organization to which the man belongs, his family, hi# friend#, and generally speaking, himself, if you are able to reach him through (he particular channel that apiwals to him. In tlte final analysts, the success of these measure# depends upon tlie force and sincerity of purpose that the supervising officer put# into the work. It is worse than 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. AMA.--Steam Railroad Section, X.S.C. 417 WEDNESDAY MORNING SESSION October 5. 1932 Report of Committee on Train Service Accidents By D. G. PHILUPS Superintendent of Safety. The Wabash Railway The speaker said hi part: In the year 1931. our oi 5.099 fatalities ami 35,656 per sons injured, according to reports to the Interstate Commerce Commission. 4,624 of these fatalities and 18,849 of the persons injured occurred in tram service accidents. MTxile h is true that a large projurtiou 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 a# train service accidents and atom one-third of the injuries to employees occurred in train service accidents. We ted. therefore, tlat wc are justified in saying tlut the prevention of tram service accidents i# probably the most important safety problem confronting us today, as far as accidents in and around railroads are concerned. Under the ileading "coupling or mtcuupling car# >r locomotives** m 1931 12 persons were killed and 394 jer#on# injured. This may lie conqiared for the year 19.11). when oft iietMuts were killed and 604 injured. The year 1**31, tln-rci**rc. stows a decrease of 60 per cent in the number of fatalities and 35 per cent in tlte numlicr of personal injurie#: and these may Ik cutnjiared furtJicr with the record fur 192ft. wlien there were 151 fatalities and 2.450 injuries due to this cause. Tlie principal reason for personal injuries under ihi# headbig is due to employees #tc)ipmg in letwern moving car#, usually at a time when r< mpling is atom to lie made, lo determine if tlie knuckle lias fully opened, to adjust location of couplers, or to adjust the coupling or uncoupling lever, with the result dial they are caught between the couplers; or |erhaps due to tripping or falling while pcrionnmg 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 prnhflritinc employee* from going between moving cars when nearing each other, to examine tlie employees lo see tliat tlie rule is understood by them, and tliat supervisory officers see tint the rule is enforced. Under the headintr ^coupling or uncoupling air or steam hose." in 19.31. 13 jnrr.-^'ns were killed and 17? persons injured, which may he compared with the record for 1930. when 7 persons were killed and 232 injured. The increase of 86 tier rent 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 bead is due to their failure to protect themselves bv performing this workin accordance with tlie rules. The remedy for thi# class of aeridem# where car men are employed rest# in a full and complete enforcement of the blue signal rule which is quite uniform on all railroads. Railroad managements should improve this blue signal so a# to make h as efficient a# posssible. The rule should also govern the placing of the bine signal so as to make sure that rt is in a locatirm where it will serve (lie !ic#t purpose as a signal to warn train, engine and yard men who might l>e guided by it. Where en gine is coupled onto cars and trainmen are performing this work without blue signal |felection, they should not permit themselves to get mtn a place where an unexpected movement of the cars might cause an accident, without first notifying the engine nan and fireman so as to be fully protected. Under the heading "operating hand brakes," in 1931 there were 18 fatalities and 824 iiersons injured, as compared with tlie record tor 1930 when 26 (crsotis were kilted and 1.154 injured. The year 1931 shows a decrease of 31 per cent in 438 Tzcni!\-prst Congress--National Safety Council numW oi fatalities and 2B j*r cent in number of persons injured as compared with the previous vear. The three most jirevalent causes oi iltcse accidents are: first, losing hold, `.lipping or tailing: second, sudden stopping, starling, larch or jerk oi tram or car: third, struck by brake club because wheel threw around. JTcvcntion O! j/crsunal injuries due to the causes mentioned rests very largely with the employ** \xriorminp the service. Jt is true, climatic conditions at times make the roofs oi cars and places where employees must operate the hand firakes, e'ntdueivr to slipping and tailing accidents. Sudden starting and stopping oi the trains ah-* are contrflmtivc causes. The employees whose work requires them to c*nr in contact with these conditions, however, must not only know ot them hut at all limes l*e alert and ready to guard themselves so that no accident will occur a- a result. However, the importance oi proper inspection and maintenance of hand l/rake- is a fact* t in reducing this class of accidents. _ Under the beading "operating switches. * ht 1931 no persons were killed Irat 34a were injured: these figures c*npare with the record for 1930 when 2 persons were killetl and 578 injured. The first directcause oi these accidents is due to trains and ruptures. The ?cc-md cause is due to the switch lever coming in con* tact wish some jan <{ the employee's body, causing a bnnse or contusion. The third cause is slipping and falling by reason by stepping on rails. This last class of accidents is prevalent among switch tenders. I have found that 72 per cent t the men injured while *iterating switches on three of the im]*<rtan: line- entering Oticac/i were injured in this manner. Switch tenders are prone t* step *>n the rails rather than step over the rails, and in a great many instance it i r.e<v?sary to step the rails. Thr prMj.cr and standard clearance oi all switch stands, the prnjicr mamumancc tin- switch, particular attention Iring given to the head block and also to the -witch iigln. which should in all cases In- projierly i-cosed. will greatly reduce accidents. Another imj*omnt thing, switches should I*- jirojierly oi:cd. There is a minimum of exprusc frr connection with moling .-whehes and it should Ik* h/oked after very carefully. _ Under tin- liradinc "getting >n * ..n cars or lnc/miotivr*.** m 1931 447 j>cr*ms were killed and 4.ff*'i injured: which figures may lie ennijiared with 1930. when 441 person* were killed and r 010 injured. With reference to getting on cars, the frequency of arcidents from this cause indicatc* that mm are ceiling "ii cars while the cars are moving at a high rate of speed, they arc stumbling and falling, sjiraming their ankles and in other ways injuring them-vlves so that they arc ineajacitated. This situation must lie con* in-bed by su|*rmsion. and in these cases where the rules arc violated dis cipline must lie administered. In ja-seugcr service, accidents occur by persons falling irom vestibule plat* i,,nu< Iwrausr vestibule dm-rf are left ojwi carelessly: by employees getting oil jia-snger trains while these trains arc moving at a high rate of speed: by passen ger* jumping on trains U-t*irr they come to a stop liccausc ot imprnjcr sujicrvision ..f tin- station forces and ot train crews. /Vmjict suj-reiM*rtT and crlac.tr/on arc the principal remedies, as web as proper maintenance of equipment to -it tltat steps arc in good condition, vestibule d*ri :n good condition. and in ohl and stormy weather to sec that the steps arc jrop* erlv cleaned. and that salt is u-ed in all conditions during sleety weather, prrrjicr ruriinsttnr. 1<iwren c<uuuin* r and engineman with reicrencc to stoj/jiing of trains, a check up on the length *i liter platform m see that passengers arc not unloaded at oltsoirc points. proj<r *uprrv!*io!i of the sleeping ear iiortirs t>y the train con ductor and tin* Tubman r;>ndtictor with reference to rare in unloading jtassengers. an<l the same sajicrvbtMn* directed by the train cmdurMr to the members ot hi? crew with reference : pr*i*er unloading of passengers. Under the liradinc "accidents -tram service/ at highway grade crossings." the Sajety Section, A.R.A.--Steam Railroad Section, NS.C. 419 record for 1931 is 1u3U jiersons killed and 4,533 jiersuns injured; the figures ior 1930 were 1.980 killed and 5.377 injured. The following jiractical suggestions have been adopted by several lines and a noticeable reduction in highway crossing acci dents has been the result. * _ (1) Switch crews and train crews working in stations should be prohibited irom dropping car? across highways, tlrir engines going down one track and cars going down another track, without protect*//! on t/rc crossing be a member oi the train crew. *' (21 Switch engines, switch runs and local way freights, lacking cars over ernssings at uncontrolled sjieed wjthont proper protection on the crossing, should lie prohibited. (3) Passenger trains in switch movements, lacking up with tail In*** at the rear, over highway crossing-, should reduce sjieetl at all crossings tltat are tint protected. <4.1 Cars being kicked over crossing without engine attached should Ik- pro tected. (;*) ^ Switch engines, way freights, and switch runs. loing industry switching where it is necessary* to shove cars hy a building where there are alley-wavs and where trucks and autontobiles might lie parked too cl.o to the track, sh/iuld lie pro hibited unless a memhef of the crew walks in advance of the nwvctiu-iit to protect them. <61 In certain districts where there are trunk line highway* and where trams stop on these highways, with flat cars directly mi tite crossing during the night time. where headlights front an automobile either shine directly over thr tup nf the car or underneath, fuses should he. placed in such a way that the car <>n tlte crossing will be illuminated. * If we can educate the army nf employees n the railroad t give c**n*idrrati*iti to the safety of the driver oi automobile* ami petk-sirain who cross our tracks, and in each instance where it is necessary, warn tltcm. we will I* going a long way toward avoiding a great nuttv accidents ami Wiminatiuc many fatal arriilents. Under tlte heading "operating locomotives." in 1951 7 ikthbi- were killed and 1.406 jtersons injured: thrse figures compare with tin* record i/r 1930. when 17 persons were killed and 1939 injured. With respect to operating locomotives tlte first, greatest and nust iniimmiit means of preventing acciilents -r injuries is the constant nltscrvance and stria comjdianec with the operaling rules and general regulations governing train service. Still another division of tlte*e accidents falls under the heading "struck and run over, not at public crossings." In 1931. UM1 |rson$ were killed and 1.023 persons injured in this manner, and in 1930. 1.828 persons were killed and 1.276 jtersons injured. These figures are so large m proportion to the total numt/er killed n the railroads of our country that ?j>ccia| interest is attracted to this phase of the acci dent situation. P.v far the greater number killed and above one-half of those in jured cone under the head rf "tresjjassers." It should le noted that on the rail roads of foreign countries very fnv trespassers are killed <jt injured, hut the sole reason is that these countries have strict laws against trespassing and these are enforced. It will be necessary* to get the public generally to recognize jhe evils of trespassing Iriore we shall l>e able to have laws enforced covering trespassing. We already have the laws, but the sentiment is such that tl>e law is nut enforced. Accidents to employees from this cause come under three classifications: (1) the employee steps on or foul oi the railroad track without first looking in both direc tions: (2) the employee walks too close to the end of a car in a Inc yard: (2) the employee walks on the track or foul oi cars on the track. If we could eliminate the fatalities to employees occurring under the above mentioned three conditions, we would practically eliminate ab employees killed m account of being struck and 420 Twenty-first Congress--National Safety Coancii Safe Versus Unsafe Switching Practices By P. P. NEFF Inspector of Safety, Pennsylvania Railroad The #]>eakcr said in part: Let us first pet a common understanding of what an unsafe practice is. Many safety men hare an idea trhat it is but a great many of them have a hard time trying to tdf you rWiy it is. What is considered an unsafe method hy one jiersoa nay not lie so considered by another, therefore reasonable grounds for a conclusion should be given. Here is my conception: An unsafe practice is the performance of an act wherein the method employed to pcifoim it indicates tlic person is tailing to use every precaution necessary to avoid an accident of any nature. The reason, therefore, may I* dm* to tlie following causes: (I) inability to an ticipate the conference# 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 proi*er instructions in the method to be used: (5) failure to understand previous instruction? given: (61 if understood, failure to comply with the instruc tions. either willfully, physical inability, or material detects. The why* of an unsafe practice ha# many angles of apjiroach. none of which can lie ignored ii the practice is to be eliminated. fThe sjicaker then showed a large number of lantern slides illustrating specific instance* 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 Aiter showing a numlicr >>t tables giving Cumitaraldc figures on the various types oi train accidents over a period of ten years extending from 1922 to 1931 inclu sive. the #i*cakcr said m jert: Head atid rear collision# luivc always been the most #icctacnlar oi railroad acci dent. 1 have wondered whether or not we safety men actually realize tliat bead and rear v<uli*i<n* have lieen reduced more notably in the last ten years than in any otlwr ] cried and have ltrn reduced more notably than any other class oi accident#. We have a reduction of <*> jict cent in ten years for all collisions, and 75 i*cr cent in ten years for head and rear collisions. There is another tyi** ! accident, however, which I liclicve when all is said and done, could l*e ::n#t definitely held up as a true index of safety performance on railroads. A# a measure of safety work, derailment seems to lie composed of the very essence **f accident jTevcmion work. One of the faaors undoubtedly con tributing to a reduction in derailments is the increase in average length and average #1vd freight train?. Tlic average length ni all freight train# ojieraied lus in creased 25 per cent, and the average speed <*i all freight trains has increased 33 ]ht com in the last ten-year j-cru*d. Nevertheless we have had a reduction in the i*ita! mnrler *: derailments of 65 per cent. If the Safety Section ever tinrdvd *ab*taiiljatb*n of their claims for lltc hnprove- nwwt tvuniv* i:t the oration of railroads, sulistantiation of tltcir casualty rate# and their r< tiTt-:n*<-# killed and injured, this record on derailment should .-mainly give locking every safety man in the country. Xcvenhrie-?. we urr i>erha|Ht inclined to he over enthusiastic aliout our 1931 jwriortnanee. '\ e lave alwav# |<vr engaged in a military movement. wc might say. in a:: aggressive attack up.*n carelessness and ttpijn accidents. Since 1923. a vvi-ndvri::! campaign has iecn wasrd. Our flying squadrons, and these arc the Safety Section, A.RA.--Steam Railrocd Section, NS.C. 421 railroads whose rates have been greatly reduced, have advanced to far distant positions and h has been largely through the advance oi 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 we have traveled over in this last year in pressing this salient forward, (to use an old illustration) was much easier ground to work over than it has been in preceding years. Whenever the business of this country* begins to really improve, whenever the business of our railroads begins to really improve, when the intensity of out 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 there w*il] never be again the fraction or the percentage oi velvet man-hours that we have had in the past. Great numbers of clerical forces have been reduced, consolidations have been made, and 1 doubt very seriously whether wc will ever see again the organizations that we had on railroads three or tour or fire years ago- Furthermore, this easy ground that wc liavc gone over has ltad the result of making us possibly over confident, and it 1933. or this last year oi tlic "33 by *33" sitould develop a wonderful come-back, wc will have much more difficulty in coming in here with a reduction comparable to 1931 and 1932. Wc should be consolidating our positions now. Wc should lie bringing up the rear troop# of education and enlightenment and pressure dial ivc can. and pet the nucleti# force tliat wc now have on railroads so thoroughly trained and so thoroughly imbued that they will carry out this safety program. There is no greater mistake wc can make than to let our enthusiasm wane, let the enthusiasm of our men wane nmv in this easy j*tTkx! oi our campaign, because tlicre is going to be a counter attack. The Economic and Other Values of Safety By o. H. PAGE General Superintendent, Atlantic Coast X-ine Railroad The speaker said m part: Sometimes wc licar ilie question, *WIal aliout this safety moremem? What does it mean* What arc you trying to accomplish:** With the greatest pride, wc may answer tliat question in language am! figure# oi accomplishment on American railruad#. In 1923, iltcrc were killed on the American railroads 2.056 employees and 147.936 injured. Quite an availing situation. In 1930, those figures had been reduced by methodical means of safety to 9/2 killed and 33.107 injured, a reduction of a little over v/ per cent. Again I mention with tlic greatest pride tliat tin: railroad# oi this country have Tednced passengers killed by railroad accidents, all classes, from 229 in 1920 to 41 in 1931--82 i*cr cent. A meal packing concern found by the application ni safely mttlmd# that they could cut down their cost jut payroll for cadi $100 from SIJ5 to 33c m three years, a reduction oi 73 J*cr cent. . It has been found by a stnnr company in its operation* tliat by the application of #aicty methods. $62,001) a year lias Ikxm saved. One of our leading railroads ha* paid particular attention to safety work and h is shown tliat in 1923 that railroad paid out i>r personal injuries $432,000. j:m in 1931 that sum had been reduced to $135,000, a faring of aliout $300,000. or 69 per rent. 1 have watdied this safety movement very carefully and as 1 went alxmt attend ing the different safety meetings 1 always tried to leave the thought indelibly im pressed u)on the employees. '`This {# your movement, something started and carried on iu your behalf. Y*ro arc tlic greatest beneficiary.*' And the respmst to that ap]>eal lias been fine and noble. 422 Twenty-first Congress--National Safety Council Exjierienced operating men will remember as vividly as I do that in the yards we tLed to look tor accidents to be numerous, costing anywhere from $1,500 to $4,000 each. Vet. listen to this! In one month, passing through oar 38 mam yards on tlie Atlantic Coast lines, 330.000 cars were handled without one dollar's dam&ce. Another month nearly 632,000 cars were handled, with a damage oi only $256. I am emphatic in saving to yon that the safety movement, to my mind, has been the greatest iactor in bringing about such notable savings. I wonder it wc agree on what is the most important thing concerning railroads today. What is jaramount; 1 say to you witliout a shadow of doubt--public opinion, the cod will of the people. Neither railroads nor any other industry can get very far witlmut public fipinion in its iavur. This safety movement has been a great influence in liuiiding up tmblic opinion. It is our custom to invite lawyers, doctors. jireachers. school teachers, leading citizens of every walk of life to attend our safety meetings. Time and again, after those meetings. I have had those men say to me. "Why. this is a revelation. We had no idea what yuu were doing in these -afety meetings. What a pity that this could not be carried cm generally in a public way.** The Accident Investigation Work of the Bureau of Safety, LC.C. By W. P. BORLAND Director. Bureau of Safety, Interstate Commerce Commission !*he speaker said in pan: You are already familiar with the accident investiga tion work of the I'ureau of Safety of the Interstate Commerce Commission. How ever. there are certain fundamental features which arc often overlooked and which duAild lie kept in mind at all times. I refer more particularly not only to the necessity of luring the investigator of accidents develop the immediate cause of an accident, but to tlw even more imjKJrtam necessity of having him develop the underlying causes which so often set the stage tor wliat sulvsequcntly occurs, and to the further necessity fur plugging away continually with the idea of impressing the minds of everyone tiuit there is no found excuse for tlte occurrence of acci dents. I untilit if tliese results can be satisfactorily attained unless all accidents, however trivial they may appear on the surface, are carefully investigated by competent in vestigators whose primary interest is the prevention of accidents of a similar char acter. Formerly many accidents cm railroads were investigated for the principal purpose ! ascertaining the immediate cause, then determining what disciplinary action should 1* taken, and to what extent it should 1* carried. There the matter rested. Today wc arc paring increasing attention to the more important side of tlie questi'H. which is the development of underlying causes with a view to profiting fir the unfortunate experience of the past. This is a long step in the right direction. When an accident of major importance occurs, everyone concerned is on the job for the purpose o1 finding out what hapincd and why it happened. General officers, division officers, safety inspectors, representative? oi State and Federal Commis sions. coronas. etc. Everyone is duly impressed whh the seriousness of what has occurred and in many cases circumstances are such that lessons are learned that are highly liencficial 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 front it. although the small number o: casualies is merely a fortunate circumstance, and such an accident should carry a tar n>TC imjinrtant lesson that halt a dozen accidents of so-called major importance. Safety Section, .-i.R-4.--Steam Railroad Section, XS.C. -123 It may be argued that no one has time to dipiiiy tnintir accidents by careful and painstaking investigation, but the answer to any such argument is that if they are investigated carefully and with sufficient thoroughness to bring out any under Wing condition or situation which may exist, the time soon will come when there wiH not be very many to investigate, and we may rest assured that 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 I cannot pretend to say; you may rest assured, however, iltat they will continue to decrease, hut only if all accidents arc treated with the im portance they deserve. As to the steps to he followed by the various railroads in this humanitarian work, these must he worked out for each individual organization. They all have the same object in view, the saving of life and limh. and ! do not believe that anything can impress itself to anr better advantage on the rank and file of railroad workers in the way of accident prevention than to have the investi gation of the minor accident, regardless oi its character, as thoroughly ami jiamstakingly handled as the tnvestscaiion oi the major accident. The investigation oi the major accident obviously would take more time because ni more facts to lie derelojied, and more evidence oi one kind or another to fieconsidered, but aside from the question of volume there would appear to be no difference m the investiga tion itself. The result to be accomplished is the same in each. and only by han dling it in the same manner can those results lie best attained. WEDNESDAY AFTERNOON SESSION October 5, 1932 Value of "Safe Practices" Committees By F. HARTENSTIEN Assistant to General Manager, Lehigh Valley Railroad Tlie speaker said in part: In our efforts to reduce the number ni casualties on the railroads it becomes natural for us to analyze their cause* 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 live railroads are tlie result of unsafe practices, it appears to lie in order to make a change in our safety organization that is adaptable or more in keeping with the causes which are responsible for producing unsatisfactory safety records. With the hope and ex pectation that a change in the name oi safety committees to that of "sate practices committees/* will be conducive of better results, it is recommended to the members of the Seaton that such a change be made. The change is recommended for the purpose oi inspiring careful employees who are dependable safety workers to caution their co-workers when they observe them doing anything that is liable to result in personal injury. Also, to more clearly instill in the minds oi committees and other employees that the causes of the majority oi iicrsonal injuries on the railroad arc from unnecessarily taking chances and their discontinuance will lie a large contribution to the coal that wc are strug gling to make by the end oi tlie year 1933. If it is decided to change the name oi committees it should lie understood that reporting any unsafe conditions observed on railroad projierty must no: f*e dis continued. but a careful analysis of the records indicate that a very small jierccntage of our injuries occur from defect* 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, ue as a railroad have changed the name of our safety com* niiticc. beginning with September of this year. The time lias been so short that we arc unable to state today whether tliere will tie any real benefit derived from h or not. But cad) and every employee and official on our railroad that I discussed this matter with before placing it in effect, thuugln it would be a very good thing to change tlie name and it would keep cmr employees' minds on the real causes ii jiersonal 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 uon-train accidents. These figures arc available from various other sources. It is our opinion tliai if you have cad) day analyzed your accidents that occurred hi the jirevious 24 hours and immediately taken action after fully deter* mining :lic cause oi each to prevent a recurrence, you have been able to discover wiiltom delay if a certain iype oi accident i> on the increase and take steps to jviTiomc it l*ri'.re it becomes scricus. tircai stress has liven given to the need of safety rules. Most of the railroads nmv have safety rule for the guidance of all employees which should lie of great benefit in reducing non-train accidents, provided they are properly enforced as well as to l:nnv that each employee fully understands them. Hut if we <!n with safety rules what many roads did with the standard A. K. A. rules we will find tliat safety rules du not prevent as many accidents as they should. With the A. K. A. ojitraiing rules on most of the railroads they were to have .Mom-tiling to iiuUl tlir men on ii an accident occurred, instead of something about which the men could lie educated by proper training so tlicy could safely operate trains without accidents. S. it is with safety rules. Unless proper care is given in instructing the men as to the pr<>|*T understanding and application of each rule and then a rigid enforce* nn-nt ii them is made, they will not accomplish what is expected in preventing mm-train accident?. In riierking up your mm-train accidents von found that some were caused by the violation *>i safely rules. hut in more cases you fmd that the sole cause of the accident was failure on the part of the employee to use his head. It is accidents of this kind among employees, udio were hired because of their physical abilities ratlier titan their menu) alertness, tliat wc now fmd most difficulty in eliminating, and to mv mind they will continue to contribute a greater percentage of the non* train accidents next year. Now that wcYc licgimitng an upward trend in business that will require the serv ices of more employees, h is suggested that it would materially help in the pre- ventinn of future mm-train accidents as well as other accidents to give mental alertness of the new or re-hired employees mure consideration. Building Safety Morale in the Shops By C. H. MILLER Assistant Manager. Safety & Fire Prevention. . L dnPont de Nemours ft Company, Wilmington, Delaware The '{eaker 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 cam* on the work m a safe manner. Safety Section, A.R~4.--Steam Railroad Section, XS.C. 425 In addition to the fact that workmen should be eager to exercise the precautions necessary tor their safety because they do not want to be injured, wc believe we have determined another fact which should make accident prevention easy. In the case of most accidents, there is rarely much difference between the amount of precaution taken and the amount ichieh would have prevented the accident. In fad, we have found that most industrial accidents would never happen if employees would exercise a small amount ot additional care. We are at present in our safety program, working on the theory that all that is necessary to |ircvcnt the majority of accidents in our shops and oilier work places, is to build the safety morale of the organization so high tliat all members, whether they he the shop superintendents, tlie foremen or the workmen, will exer cise such precaution as will itreclude accidents to any member. It would lie difficult to carry on with this line oi attack ii the majiirhv of the accidents which occur today resulted from unusual or insidious causes: for ii such were the case, a local organization and jiarticularly tlie workmen might find it difficult to cope with them: but such is not the case. Accidents as a rule do not occur irimt unusual causes, hut from the ordinary, garden variety of hazards over which the workmen and their stqieriors can luve lull control. It seems to us that the causes of accidents have not changed very inttdi tltroughout tlie years. For a considerable time we have recognized tint accident prevention is by no means a separate function oi management or a separate problem in industry*. The problem is distributed throughout the organization and each man has his share. Tlie success which the organization accomplishes will In- measured according to the acceptance of this resjionsibniiy by each individual to the full measure oi his relative position m the organization. It is an interesting fart, and wc believe one which is imimnant to tlie acceptance of this idea, that the building of safety morale in rail mad shops does not necessi tate the exjienditurc of large sums of money, assuming ot course, that we begin with a shop that has been well guarded iroin physical hazards. Wc recognize that tliere are factors which influence the general spirit or morale oi the employee; such as wages, hours of work. op|*ortinmy for advancement, and welfare plans, but these are usually adjusted to the needs n{ the hour to the satisfaction of all con cerned. Tlie proposition that the chief atm m the minds of all workers, whetiier they lie salary or wage earners, is financial can hardly lie dehated: hut wc know that behind the dominant demand of every man to learn to cam 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 personal enjoyment of his work. We mention this because our first hojie for an early building of the proper safety "morale in any organization need not strain the economic resources of the company. Our problem lies largely in the relationship which we establish through out the organization, tor oar 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 the majority of accidents may he properly* charged. One of our first problems in accomplishing this is to provide that management sell itseli and its jioUcies to the workers. This cannot lie done by circulars or booklets, no matter how well they may be written or how beautifully they may be prepared, or even ii they are printed in every language so that they may be read bv each workman in his own tongue. It can only lie done by that personal contact in which there will ! opportunity for the workman to recognize the sincerity of the higher officers. Much of this must come through an unmistakable evidence that the boss sincerely feels that even the humblest wage earner in his employ is an integral jiaii 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 adhered to by the management, does not always dominate the contact of the workman's im- 120 Twenty-first Congress--National Safety Council mediate superior. It ajijrearf tliat one ol the first requisites in creatine tlie proj/er morale among workers is to insist that the foremen carry on their duties with such honesty and with such sincerity of mxrjwise that no jjolicy of safety of the company can be misunderstood- Instruction and supervision must be clean-cut and sincere. Projrer instruction is not that which neglects to make certain that those who are to jrerfomi the actual tasks oi work know absolutely how h is to be done in safety. Nor is projier sujrervision that which falters. even ior a moment, to countenance unsafe practice'. _ Tfiere is an almost untouched possibility in the development of the homely atti tude of even the unskilled and unlearned workman ior his job. The development of this attitude through sincere and sympathetic understanding will Ire found demon strated when the worker presumes to raise his head and offer a constructive criti cism. There is a vast amount of usable horse scribe among tire uneducated workers doing routine work of the average shop which has been throttled, because an ex pression oi opinion has not Irern encouraged, or ii encouraged, the employee failed to see that any attention was given to the idea. Contest* and campaign.' luive a very definite place in the program of building safety morale. Accident jircvemion program? have a ten<lctiry to get into a rut nr 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 Te-siitiralate tire safety activities and to return tltem to their logical jiositum of hnjiortance. Contests or campaigns of this diameter should be designed first to improve tire physical conditions of the work place: hut the major portion of tlie program must ire designed to create additional safety morale aiming the workers. We Irelieve that if by some means we can build the jirojrer morale in cur shops we will reach the jtoim where the employees will feel tliat they have more than a joh paving a certain wage. They will take pride in the organization. They will fed that they must endeavor to help the fellow worker. They will believe that their contj^ny depends on them. They will realize that the success of the safety prireram is assure*! by their loyal interest, their supjort and nrtelliecnt work. Exhibits of Lantern Slides At this point in the program two special features were introduced where large numlrers of lantern slides were used to illustrate tire subjects. The first, entitled "Stripping and Erecting Locomotives." was given by J. W. Lemon. Superintendent of Shoj>s. Missouri Pacific Railroad. The second feature entitled. "Tackling the Worst Hazards in the Car Depart* mem.*' was given by \\\ R. Dtrnhar. Divisional Car foreman. Delaware & Hudson Railroad. ^^ lioth these talk outlines, accompanied hy Iirlci introductory remarks, may Ire fotmd in the c**t:ipWe pri>oretling< of the Safety Section, as published elsewltcre. Safety to Employees While Handling Locomotives By L. LaFOUNTAINE General Safety Supervisor. Great Northern Railroad The fjreaker said in part: In order tliat wc may fully appreciate the frequency rif accidents due to rfii- cause, as well as know our experience hi the past, here are the figures on numlrer of employees nn duty killed and injured over the past five* vear period. 1M27. killed 22. injured 4.+'.7: 14>2S. killed 1.1. injured .1.402: 1929. killed 17. in jured 3.1fif: l**5h. killed 17. injured 1/C9: 14)31, killed 6. injured 1383. Safety Section. A.R,,4.--Stcam Railroad Section, N.S.C. 427 This shows a decrease of 69 per cent in the numlier of fatalities and personal injuries in ly31 as compared with 1927. The year 1931 compared with the pre vious year shows a decrease of 65 jrer cent in fatalities and 28 per cent m per sonal injuries. Our accomplishments during this period in bringing alxnn such a substantial de crease in number of personal injuries from this cause should be highly pleasing to everyone. However, praaicallv all of the accidents coming under this heading are preventable accidents, and regardless of the nomlrer 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 ojrerating locomotives, we find that injuries due to employees falling from engine or lender are the most prevalent, in fact, account for over 50 per cent of all fatalities and 25 per cent of all injuries. We apirreciatr that there are two essential reasons why it is necessary tor employees to go up on the tenders of engines--one to take water, and the other coal. The first thing to Ire considered is the method to Ire employed in getting on and off the tender. With the advent of the larger locomotives, h has of course been essential to increase the capacity of the tank in a like projection, which lias made them a great dral higher than the old engine tender, and because of the increased height injnry to employees hv slipping or falling from them has proved more serious. The vestibule cabs which arc coming into more general use. also live design of front ends of modem tenders and the winter curtains which are qnitc ttniform on all railroads, all serin to make access t the top of the tender from tire engine cah less inching. The method requiring the fireman to get down out of the engine from the gangway and go up to the top of the tender from a laildcr at the rear, is in my judgment the projrer and safest method and should Ire given consideration by all railroads. The rear of all engine tenders should Ire equipped with a jiroper designed ladder at each corner of the lender. A jirofrer designed ho-dc should Ire standard equipment and carried on each engine to enable firemen to reach* standpipes in riler to swing it over tender n engine or hack into place when finished taking water. so that be will not Ire at any time placed in a ;>osciion which might cause him to lose his halance and iall mm the tender or engine. The top of the water cistern should Ire kept free from all materials which might result hi stumbling or falling accidents. On oil burning locomotives oil cisterns should Ire cleaned regularly and a slight coating of sand thrown on top of the oil cistern to prevent engine men from slijiping when walking over the cistern. This is partictdarly Important during winter months. Engine men should also use care to see tliat there is no oil on the bottom of their shoes before going tm trip of a tender, since a slipping accident may easily result. It has been my experience that most f the jrersonat injuries from taking coal have been due to the employees slipping while putting the old style coal shed INickets hack 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 largely eliminated the first hazard mentioned. It is to be understood that the rope or chains used in nuuifiulatmg the coal pockets are to be properly maintained at all times. The practice of any employee going back over the tender of the engine for the purpose of measnring water, etc. while engine is running at high speed should be discouraged. The frequency with which employees go out on tire running hoard of engines while running is. 1 believe, in a large measure the outgrowth of conditions oi a iormer time when this was apparently necessary. These conditions have largely jassed away, due to the development and improvement of modem engines. There is only one solution for the elimination of this class of accidents, and that is by the adoption and enforcement of the rule, now* m effect on one of our railroads, which forbids men from getting out on running hoards of locomotives while in motion, except that where a helper engine is cut in ahead of tire caboose toward rear end 428 Twenty-first Congress--National Safety Council oi train, a trainman nay go over the running board if necessary to get on top of the train to extinguish fire or pass signals. If anything should dcrelop on the engine requiring getting out on the running board to fix it, and such work cannot be deferred, the train must stop between stations to permit h to be done. THURSDAY MORNING SESSION October 6f 1932 Power Apparatus in Maintenance of Way Work by LEM ADAMS Engineer, Maintenance of Way, Union Pacific System The .shaker said in pan: The maintenance of way employees on any railroad are constantly licset with hazards of accidents. When the motor car is set on the track for the day's work tliere is a potential hazard of being struck by a train, an automobile at a grade crossing, or another track car. Hcncc we surround them with innumerable rules arid regulations to safeguard their movements. Men in this liranch of railroad service must constantly he on the alert to protect themselves. Their tools are watched closely tor the smallest defect that might result in injury from particles oi flvmg steel, and the very best steels and heat treating methods arc used to provide tools that `will be as nearly fool-proof as possible. Vet with all these jirecautions. we still have accidents. Perhaps a rail is struck with a spike maul wlien a spike is not jiroperly hit. or a sledge hammer tails when striking a track chisel in anting a rail, and we have a cut or eye injury from flying steel or an adze strikes a knot in a cross-tic when adzing for gauge and a foot is cat- Or perhaps a bar slii*. or the trip gives way when operating a ratchet jack for siKitting track, and we have a iirokm arm or other serious injury*. These things are csjicrially prevalent when large groups oi men aie working in a rail renewal or ballasting gang. With such a picture 1>c;ore us. wc maintainencc of way men hare for years been thinking in term? nf machinery t do the more arduous and dangerous operations. Tlten, too. v.c wctc thinking in terms oi efficiency, for safety and efficiency usually go hand in hand. i The sjreaker then showed a score or ir.nrc oi lantern slides illustrating various tyjies of power equipment employed in maintenance oi way work.l This set of equipment is one of our Itest safety agents. However, all power '^crated too*!" art- unfortunately nr* the safest to use. although they are great labor savers. Some toils ir. this class are the power saw. the sandblast for cleaning sur faces preparatory t<< repainting, the power drill tor cither rail or bridge work, and ninny thers--lint efficiency and accuracy of work demand their use. and with pr"jT rare the part of the <>ji-r^iors they can be liandled safely. Planning for Safety in Track Construction By FRANK R. BRADFORD Director of Safety & Fire Prevention. Boston & Main Railroad Tlie sjK.iktT iaid m part: My t/bject in bring here is to #hmv you a picture illustrating one e.f the modem mcth<ds of main line rail renewal. Tlie operation, which is tunable in many respect*. i> the outcome of the idea tliat the old estab lished metluKi? oi rail renewal were no lunger justified from the standpoint of ee**norny. advamage f tlie oj*erating department, or safety to tlie maintenance of men. Safety Section, A.R-A.--Steam Railroad Section, NS.C. 429 In the year 192-4. there were approximately 26 reportable injuries per mifiiun man-hours m our maintenance of way department, and succeeding years showed an almost constant increase, reaching the peak of nearly 34 per million man-hours in the year 1928. Toward the end of tliat peak year we set up the proposition that safety, efficiency and economy were interdependent and especially that safety was the end product or the result of the correct performance of tlie job. The foreman being the keyman in this correct |>eriarmance, the need of re-instructing him iit his responsibilities immediately became apparent. This was done lltrongb the mrdium of so-called foremen's meetings conducted at first monthly or by monthly, but now quarterly or sumewiiat less often, with the division engineer or the district track sujiervtsor presiding. At these meetings all pluses of maintenance of way wurk are freely discussed, with particular stress on the correct way to do the individual job. Safety, as such, t$ seldom mentioned at these meetings, but we carry on a running record of every personal injury accident that occurs in a department without regard to the extent of injury, classified hv the work being |eriormed, tlie material 1icing handled or worked and the tools or appliances being used, which is the basis of discussion tending to indicate the result of all methods and to develop better and safer work manship as well as more efficient tools, equipment and operation. These foremens meetings are working toward the standardization oi practices and procedure which not only is (traducing many l>encficial results in efficiency and economy, but have reduced tlie frequency of all personal injury accidents nearly 90 per cent in the last three years. The 1. C. C. casualty rate m tlie engineering de partment has dropped from 33.69 to 2.4? casualties per million ntan-honrs in the same jieriod. Rail removal on the Boston 8* 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 tic. each plate weighing 15*4 pounds and measuring 8x 12 indies: 9 rad anchors per rail, and rail joints weigh ing 145 jKUimls each, with four bolts j>cr joint. With an average force of 133 men actually engaged in the laying, the average number of rails laid per day dur: * twelve working days wa* 583. equivalent to approximately 22,700 lineal feet. On the basis of hours oi working time, this was quivalent to laying a *ail approximately every 53 seconds. The best .-.ingle day's (wrformance was 734 rails laid in 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 lie difficult to sur pass. Daring the entire job there was no reportable accident, no lost-time acci dent. and only two very trivial injuries. - Wlumevcr a special job of any considerable magnitude such as this one is to be done, h lias become the regular practice to call a social meeting of tlie foremen and suiervisors who are to carry out the work. The whole program as set up by the engineer's chan is outlined; the various jians of the work are assigned to spe cific foremen and crews and each particular assignment if thoroughly discussed as to necessan- equipment, methods, allocation of men, inherent hazards, special pre cautions; in fact, everything is gone over that experience on previous work of a similar nature has taught. Following the meeting, each foreman, and usually his supervisor as well, in spects all tools and appliances that are to be used on the job to make certain that the}* are in perfect order, and talks over with his men the particular part of the project they are to undertake. Though the men have perhaps never liefore used the machines that perform the sjiecial class of work to which they are assigned, these discussions, followed by the work itself, soon 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 ( niujress--National Safety Connell any s|*cia! safety insiruciiun. Hrn whether you consider diem efficiency meetings <t jirrxjqni'/n meetings. the outcome is safety, produced through proper and ade quate |4auntnp. iThe s|Kraker tlien slmwed by means of a moving picture ltow the work ju*t dcscrilied wa* planned and thru carried out on the job.J The Bridge and Building Gang By j. p. WOOD Supervisor of Bridges & Buildings, Pete Marquette Railroad Tilt sjakrr said in part: That bridge and building work is more hazardous titan some other occupations is attested by statistics gathered by insurance cmnjanies as a basis for rate making. This being true, h is essential that the men v-mpluyrd m this class of work sliould lie very careful and use extra precaution in the performance of their duties. If accidents could lie reduced to a minimum or eliminated entirely, it would place this occu|>ation <>n a level with others carrying a lower rate of insurance. From the nature of the work performed by bridge and building men. it liring scattered over many miles >f track, it is not always jtossiblc to have them m at the safety meetings which arc usually held at a certain place and at a time m the afternoon wlicn it is hn|m*sihte for all toattend. They should, however, he encour aged to attend these meetings whenever |n<siMc. bring in itrm> and take part in the discussions. If a man's interest can lie aroused to this lie will n*t only practice safety Imt will bv on the alert for unsafe practices jn others ant] cal! their attention to these inoffensively. Records show that the handling of tlte various kinds tit sizes t material entering into the construction of bridges and Imildings is the cause of the most accidents to men miplovrd m this oroipation. followed by falls of fiersotis. the use of hand tools, and the collapse of objects, in the order named. It is then up to the foreman in handling of materials to watch his men: seems tliat they are placed in such positions as to protect them from possible injury; qurteimg them as to any movement which might rausc them to lose tlkrtr footing and slip or fall, and never j<rmitting them to mow backward while thus engaged if it is at all jmssible to move forward: to *.t:md in tlw clear when u-iug a crane. jile driver nr other ma chine to iirt heavy objects: to In- sore tliat the right hitchi* made when hooking to such pieces oi material *o that theyarr sure tliat the Ilead* will n*t >llp or Income unhooked. Another feature in tlte handling of material by machinery that should lie given careful thought and attention by the foreman, is lltc use of signals to the operator of the machine, never jiermitting them to be given hv the men indiscriminately, hut designating one man on tlte ground to give them to a man cm the machine, and he in tum transmitting them to the operator. By strictly adhering to this practice all ecmrrmcd soon come to realize the tmjionanee of it and lltc benefits to be derived thr^rfrom as a safe way. The careful foreman will also use extreme caution in placing his men. and m the selection ni tltcm for the various parts of the work to Isc jierformcd. choosing such men as arc liest adapted by ability and experience to j*Tiomi tlte several tasks. Injuries caused !>v men falling are usually luxause of pure carelessness on the lnn >f the person injured not locking where lie steps: if there is snow or ice, by iM moving it Iiefure attempting to pen'orm the task assigned him; or not placing himseli m such a po-itinn that lie is sure nothmc will happen. This applies also to where there are Iip|cry places. l*oards or timbers when wet. not taking the time to remove tools or oilier objects when left lying where he might stumble over them. Kvm the roliapsr of a scanold is primarily the carelessness of someone m not see Safcty Section, A.R~4.--Steam Railroad Section, NS.C. 431 ing that it is nailed or constructed projierlv. the floor planks of sound lumber and free from knots, or overloaded with material or men. These and many other small matters are the cause of the greatest number of accidents by falling. Tlte use of hand tools should Ir given serious consideration not only by tlte foreman of the gang but by the supervisor as well. He should at times when he is on the job where work is being done make a careful inspection of the tools being used by the men. scr tliat none are tattered, cracked. nr otherwise in such condition flat it might be the cause oi an injury. When he docs And such tools, he should instruct the iomnan to forward them immediately to the shop for the necessary repairs. With some foremen this is not necessary, as they arc usually ahead of the sujiem'sor m not allowing tools to get very bad before sending them in. Another matter that at times is nm given the consideration it deserves is that of cntling the outfit short of tlte required number of hand tools. The practical man knows how long it sometimes takes to get tools to tlte shop, have them repaired and back again, and in the meantime the men arc shorthanded. Many times he has to borrow from the track forces at a cost of time in petting and returning the tools, and he usually gas such as they are not using and jierhaps should lie where his are--that is, in the shop. Injuries caused by falling objects may lie attributed to tools left lying where tlte 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 is 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 tliat in erecting scaffold?, great care should lie taken to see that the feet of the standards arc set on a firm foundation and brackets securely nailed. If necessary planks should be spiked to the ledges to jirevcnt them from slipping, and no lumber should lie used that is cross-grained or unsound or lias any knots that might cause it to break under strain. All ladders should be carefully inspected when they are not in daily use. Iiefore permittine a man on them. Tlte feet should lie equipped with steel spurs to prevent them irom slipping. No overload should be allowed on either ladders or scaffolds and care should lie used in taking chlter down. Machine operators should he c<mstantfy on the alert for loose Ihuts, missing 1H* and broken strands in cables, and sec tliat friction drums. Iirakes and ojicrating levers are m good condition at all times, as any one of these defects might lie the cause of a serious injury. Present day methods require tlie use of many explosive and flammable substances, such as gasoline, kerosene, wood alcohol, paints, varnishes, turpentine and others. Extreme camion should lie used m tlte storage and handling of these materials, particularly gasoline, as this is in more common use than any other. Men sliould not lie 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 the advance in our methods and appliances fur doing work, the electric motur lias come into common use in our shops and even out on the line. The use of high tension wires naturally followed, and creates a liazard to men working in places where these wires are strung. Extra caution should he used when working near an electric wire as the current passing through it cannot he seen, nor can one tell when it is going to strike or where. Operators of motors should lie in structed in the use of the switch tc start and stop them. Unless they are experi enced electricians, under no circumstances should they lie 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 the 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 cars, showing the number of days 4S2 Tunny-first C'<mtjress--Xationaf Safety Council Mart- tub. junicular <t<u had ati accident. Sonic years agu I had such a sign inadr and placed m car- under my jurisdiction and alter some time our division encincer instructed me Iiave signs ot that same kind made and placed *n each car house of our diri-iou lor the J>wirfit **i the >crtkin mm. Onr day when I was in tin- scrap yard. I saw some old -low-order signs that had hem discarded* and I immediately gat luted them in and lad niv painter iorcitati taint *mi them "He Careful--Saietv 1`irst--Think **t Your Family." Tliese 1 changed from time to time tliat the tnt-ii were >ecing j-oneihing different frojitcnily. Tlv*se signs arc sent up u In n the men are out where they arc working on a bridge or painting or \vha5i. So that when they go out there, they have constantly scmu.-.huig in front of them to remind them of safety. 1 think that it has had considerable bearing on safety in my (in-tnnirnJ. h is something like 59 months since we lave had a r<-|Mirtahh* accident, for which ] am mighty grateful. The jHTsoual i-cmt inters into the cause of accident# to a greater evtcui than many realize. This may lie attributed to a numlicr of causes, such as sickness in the family, iMplea-au! home surrounding*, worry out financial matter-, defective hearing, faulty r>>rdinati>n letvvtm mind and muscle. Itahitual carelessness, etc. Tlir sujKT\i**ir !wuld take an interest it: tlie jicisonat affairs of each man in this de|artmrut, a> by -* dome In- ma> la* able to assist iu some manner the mat who are m need of > iiijialhy .r advice. I`crimps he may he aide to untangle some financial affair. I Itlieve many of us little realize liow tar-reaching a kindly word sjx.kcn at tlw right time and in a friendly manner (goes toward making life brighter for thost- in tro-.ihle. Oear tip the spirits of a man and he hrenmes a safer and a saner nsi\ The Extra Gang Problem By H. A. PARISH Assistant to General Manager, Chicago & North Western Railroad The sjieaktT said in jart: 1-jrly in l`A31 we hail an elevation project in the course of construct uni through one of our imjxtrtaut cities, and although u-g or ganized with all the efficiency that we could command we soon began to receive accident rejoin# in gnat numlTs covering a general detail of cuts, iiruiscs. sixains, lack injttries. injuries caused by spike mauls that were chipjied. ami other t**ls tliat were fractured in s*me way. and finally an individual case came to our at tention where an employee failed to show tip for work one morning, complaining of a sore Tack which hr claimed he had suffered the day previous. We lad this tnan examined and found a very serious arthritic ortiditimi tliat liud existed f<<r many years. We t'mi checked up on the different arcidmts tlat lad Kcurrcd to this gang and determined tliat the jitujkt thing do was to lave a tdiysical examination conducted r. .wring every memltcT oi the gang. Thrrr were 114 men in this gang and after the examination it dcveluj*ed tlat there were 57 ni litem who were unfit ior servirr. Oi the 57 who were found unfit and one who was sick in his hunk rar. tlir doctor's report showed the following: syphiHis. 5: liemia. 11: leg short two incites. 1: tremor all over Imdy. 1: serious gland condition. 7: scars of old hernias. J: serious case- o varirocele and varicose veins. 8: serums cases oi hydro cele. J: scars from abdominal ojicratinns. 2. Kvery man shown under the donor's report as affected was immediately dismissfd from service and in this instance we established a practice that reduced OUT accidents among onr extra gang nten <*0 |er cent. The various labor agencies were instructed tlat Un-re a man vva* sent out on a job lie was to lie directed to our district snrgron for examination. The ice iir this examination. SI.00 for each, was Safety Section, A.R~4.--Steam Railroad Section, N.S.C. 453 deducted front the wages of tlie man if he was accepted. If he was rejected the coraiony paid the fee. In the organization of extra gangs I would recommend tlir following {dan: (1) As the supervision, such as foremen and assistant foremen. dc]icnds upon the kind of work lietng undertaken and district to he covered, I Micve the organ ization for steel relaying gangs should be almut as follow*, where modem ma chinery is living used in the work: (a) General foremen should lie an experienced nan in such work. fb) A work train foreman should he employed to handle the distribution of materials. loading of old material and sujicrvision of all work done with work train. (c) A suh or assistant foreman should lie assigned to tlie different operations in connection with the work--one to lie in charge at the front with men removing old rail, etc., a second In lie in charge to supervise adzing and placing of new rail, and the third to have charge of spiking, gauging, etc., at the rear. This organization. 1 believe, sufficient for a crew of aliout 75 or 85 laborers, ma chine ojicrators, flagmen and water carriers to he used it necessary. The foreman with work tram is a very important part of jlw organization, not only because material must lie projierly and efficiently distributed, hut also tweause of tlie greater danger of injury to men employed in unloading or loading rails, etc. In larger gangs, additional truck foremen arc necessary. For licavy fallasting work the organization slmuld lie practically the same as ior the rail gang, so that there will be general sujicrvision by the general foreman, with one assistant foreman to do the track raising, one to supervise spacing and installation of tics, and one to do the lining and supervise the men in the rear who will lie filling track with lallast. restoring banks, etc. Our experience has taught us that after the selection of capable foremen, and laying out a general plan ior doing the work safely and efficiently, a roadmastcr's work has only just begun. He should be on the ground most of the time during the first week the gang is working, and hv observation and consultation with the foreman in charge, he should help to get the gang lalanced. which means to place tlie men so that the work will move along in an orderly manner hr fitting the number of men to the ofieration thry are to da Injuries caused by Hying spikes, swinging of spike maul*, and careless handling of daw hars or lining bars can be avoided if tlie supervisors projicrfy space their mai and see that tliry are kept m place. A study of tlir conditions will enable the men in charge of the crew to so place the men that each will have his own particular job, know his place, and after a few days it will lc found that there will lie no difficulty in handling the crew. ' For the purpose of our subject. I lk-licve the main principles to follow* out on the line, which will be of great value to this Section of the American Railway Association, are as follows: (11 Sufficient sujKTvision. (2) Proper detailed organization, with a view oi avoiding "hunching** oi men. the men tossing each other on tlte job. f5) Prevention of defective or otherwise unlit tools on the job. (4) Thorough inspection of all track cars used. (5) Proper coupling between motor cars and trailers, and tnsj*etion of all machines used. ffi) Proper restriction oi speed at which track cars, or other machines, may be run to and from w*ork. (7) Proper spacing of such track cars and machines when running to and from work. f8) Avoiding overcrowding of men on trailers or motor cars. (9) Preventing men getting on or off cars or machines or work train ears in motion. 434 Twenty-firsi Congress--National Safety Council 101 Avoiding "riling men excited by unnecessary hollering on the job, etc nil Have all laborers examined as to physical condition before employment. T}* report of the resolutions committee was then presented by J. A. Long of the Delaware & Hudson Railroad. Chairman, and two resolutions were formally pre setted and adopted by the Section delegates. The firs: was a resolution of condolence upon the death of J. Flanagm, Manager, Safety Department. Chicago. Milwaukee. St. Paul & Pacific Railroad. Tlte second resolmion acknowledged with thanks and appreciation efforts of all who lad participated in making the Washington Congress Session successful. Report of the Nominating Committee The rcjwrt of the tellers who canvassed the election of officers for the Section, was made by T. J. Hcavey. The Erie Railroad, and announcement was made of the election a? follows: _ Chairman of the Section--Charles E. Hill. General Safety Agent, New York Central Lines. First J'ire-Chairman--C. L. LaFountaine. General Safety Supervisor. Great Northern Railway. Second Vice-Chairman--H. A. Parish, Assistant to Central Manager. Chicago & North Western Railway. Members selected for the Committee of Directions for the Ensuing Year: Hasten Territory--F. Hanenstein. Assistant to. General Manager. Lehigh Valley Railroad: H. A. Rowe. Manager. Claims Department, Delaware, Lackawanna and Western Railroad. Xar Enaland Territory--C. N. Woodward. Assistant to General Manager. New York. New Haven & Hartford Railroad. Southern Territory--Robert Scott. Director Insurance & Safety, Atlantic Coast line Railroad. Canadian Territory--A. 0. Beck. Director. First Aid & Accident Prevention, Canadian National Railways. Memltcrs of the Committee on Xominotion for the ensuing year: F. W. Curtis. 5ujterv!'-`*r. Safety & Fire Prevention. Denver & Rio Grande Western Railroad. Chairman: E. G. Evans, Superintendent of Safety. Louisville & Nashville Railroad: C. F. Ijtw.. Superintendent of Safety. Missouri Pacific Railroad: F. M. MetcaUe. Superintendent of Safety. Northern Pacific Railway: J. C. Pratt Supervisor of Safety. The Redding Company. The dosing minutes of the session were devoted to the introduction of the new rliairman. Charles E. Hill, and tn appreciative and eulogistic remarks concerning the service* rendered by nfneer? oi the section during the past year. JDJOrRXMEXT TIFENTY-FIRST ANNUAL SAFETY CONGRESS NATIONAL SAFETY COUNCIL ,\\K ^ 1 Textile Section ] Officers 1931-32 Genera! Chairman--E. E. Place, American Mutual Liability Insurance Co.. Boston. Mass. Vice-Chairman--Charles H. Eames. l^nvell Textile Institute. Lowell. Mass. Secretary and Chairman Program Committee--Ignatius MacNulty, American Woolen Co, Shawsheen, Mass. Chairman Publicity Comii//rr and Navi-Letter Editor--Myrox B. Joxsberg. H. A. Hale, Jr. & Co., Boston. Mass. Chairmau Membership Comiiif/lrr--D. Frank Loro, M. J. Whhtall Associates. Lid., Worcester, Mass. Chairman Poster Committee--Tun W. Seiil, Aetna Life Insurance Co., Hartford, Conn. - Chairman Statistics Committee--F. J. Porter, The U. S. Finishing Co.. Pawtucket, R. L Chairman Engineering Committee--G. W. Cook, Travelers Insurance Co.. Hart ford, Conn. Members at Large-- Arthur Barlow. Armstrong Cork Co,, Lancaster, Pa. Russell T. Fisher. The National Association of Cotton Manufacturers, Bos ton, Mass. Walter Humphreys, National Association of Wood 'Manufacturers. Boston, Mass. Jons* H. Southam. Sanford Mills, Sanford, Maine. Paul W. Vietz, Plymouth Cordage Co,, North Plymouth. Mass. WEDNESDAY MORNING SESSION October 5, 1932 The opening session of the Textile Section convened m the 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